href="@public@vhost@g@gutenberg@html@files@42394@[email protected]#a-gallant-rescue">A GALLANT RESCUE

A BUSY DAY

A RESCUE IN MID-OCEAN

THE "THREE BELLS"

ON THE CORNISH COAST

A PLUCKY CAPTAIN

BY SHEER STRENGTH

WRECKED IN PORT

LIST OF ILLUSTRATIONS

THE LIFEBOAT IN THE STORM . . . . . . Frontispiece

LAUNCHING THE LIFEBOAT

THE LIFEBOAT HOUSE

MEDAL OF THE ROYAL NATIONAL LIFEBOAT INSTITUTION

NEWS OF A WRECK ON THE COAST

A RAMSGATE BOATMAN

AN OLD WRECK

SURVIVORS OF THE "INDIAN CHIEF"

A LIFEBOAT GOING OUT

SAVING THE CAPTAIN

A PERILOUS REFUGE

THEY BENT THEIR BACKS TO THE OARS

SIGHTING THE WRECK

LIVES IN PERIL

COMING ASHORE--"ALL SAVED"

The Lifeboat! oh, the Lifeboat!

We all have known so long,

A refuge for the feeble,

The glory of the strong.

Twice thirty years have vanished,

Since first upon the wave

She housed the drowning mariner,

And snatched him from the grave,

 

The voices of the rescued,

Their numbers may be read,

The tears of speechless feeling

Our wives and children shed;

The memories of mercy

In man's extremest need.

All for the dear old Lifeboat

Uniting seem to plead.

STORIES
of
THE LIFEBOAT

CHAPTER I.

MAN THE LIFEBOAT!

o Lionel Lukin, a coachbuilder of Long Acre, London, belongs the honour of inventing the lifeboat. As early as the year 1784 he designed and fitted a boat, which was intended "to save the lives of mariners wrecked on the coast." It had a projecting gunwale of cork, and air-tight lockers or enclosures under the seats. These gave the boat great buoyancy, but it was liable to be disabled by having the sides stove in. Though Lukin was encouraged in his efforts by the Prince of Wales--afterwards George the Fourth--his invention did not meet with the approval of those in power at the Admiralty, and Lukin's only lifeboat which came into use was a coble that he fitted up for the Rev. Dr. Shairp of Bamborough. For many years this was the only lifeboat on the coast, and it is said to have

saved many lives.

In the churchyard of Hythe, in Kent, the following inscription may be read on the tombstone, which marks the last resting-place of the "Father of the Lifeboat":--

"This LIONEL LUKIN
was the first who built a lifeboat, and was the
original inventor of that quality of safety, by
which many lives and much property have been
preserved from shipwreck, and he obtained for
it the King's Patent in the year 1785."

The honour of having been the first inventor of the lifeboat is also claimed by two other men. In the parish church of St. Hilda, South Shields, there is a stone "Sacred to the Memory of William Wouldhave, who died September 28, 1821, aged 70 years, Clerk of this Church, and Inventor of that invaluable blessing to mankind, the Lifeboat." Another similar record tells us that "Mr. Henry Greathead, a shrewd boatbuilder at South Shields, has very generally been credited with designing and building the first lifeboat, about the year 1789." As we have seen, Lukin had received the king's patent for his invention four years before Greathead brought forward his plan. This proves conclusively that the proud distinction belongs by right to Lionel Lukin.

In September 1789 a terrible wreck took place at the mouth of the Tyne. The ship Adventure of Newcastle went aground on the Herd Sands, within three hundred yards of the shore. The crew took to the rigging, where they remained till, benumbed by cold and exhaustion, they dropped one by one into the midst of the tremendous breakers, and were drowned in the presence of thousands of spectators, who were powerless to render them any assistance.

Deeply impressed by this melancholy catastrophe, the gentlemen of South Shields called a meeting, and offered prizes for the best model of a lifeboat "calculated to brave the dangers of the sea, particularly of broken water." From the many plans sent in, those of William Wouldhave and Henry Greathead were selected, and after due consideration the prize was awarded to "the shrewd boatbuilder at South Shields." He was instructed to build a boat on his own plan with several of Wouldhave's ideas introduced. This boat had five thwarts, or seats for rowers, double banked, to be manned by ten oars. It was lined with cork, and had a cork fender or pad outside, 16 inches deep. The chief point about Greathead's invention was that the keel was curved instead of being straight. This circumstance, simple as it appears, caused him to be regarded as the inventor of the first practicable lifeboat, for experience has proved that a boat with a curved keel is much more easily launched and beached than one with a straight keel.

Lifeboats on this plan were afterwards placed on different parts of the coast, and were the means of saving altogether some hundreds of lives. By the end of the year 1803 Greathead had built no fewer than thirty-one lifeboats, eight of which were sent to foreign countries. He applied to Parliament for a national reward, and received the sum of £1200. The Trinity House and Lloyd's each gave him £105. From the Society of Arts he received a gold medal and fifty guineas, and a diamond ring from the Emperor of Russia.

The attention thus drawn to the needs of the shipwrecked mariner might have been expected to be productive of good results, but, unfortunately, it was not so. The chief reason for this apathy is probably to be found in the fact that, though the lifeboats had done much good work, several serious disasters had befallen them, which caused many people to regard the remedy as worse than the disease. Of this there was a deplorable instance in 1810, when one of Greathead's lifeboats, manned by fifteen men, went out to the rescue of some fishermen who had been caught in a gale off Tynemouth. They succeeded in taking the men on board, but on nearing the shore a huge wave swept the lifeboat on to a reef of rocks, where it was smashed to atoms. Thirty-four poor fellows--the rescued and the rescuers--were drowned.

It was not until twelve years after this that the subject of the preservation of life from shipwreck on our coast was successfully taken up. Sir William Hillary, himself a lifeboat hero, published a striking appeal to the nation on behalf of the perishing mariner, and as the result of his exertions the Royal National Institution for the Preservation of Life from Shipwreck was established in 1824. This Society still exists under the well-known name of the Royal National Lifeboat Institution. It commenced its splendid career with about £10,000, and in its first year built and stationed a dozen lifeboats on different parts of the coast.

For many years the Society did good work, though sadly crippled for want of funds. In 1850 the Duke of Northumberland offered the sum of one hundred guineas for the best model of a lifeboat. Not only from all parts of Great Britain, but also from America, France, Holland, and Germany, plans and models were sent in to the number of two hundred and eighty. After six months' examination, the prize was awarded to James Beeching of Great Yarmouth, and his was the first self-righting lifeboat ever built. The committee were not altogether satisfied with Beeching's boat, and Mr. Peake, of Her Majesty's Dockyard at Woolwich, was instructed to design a boat embodying all the best features in the plans which had been sent in. This was accordingly done, and his model, gradually improved as time went on, was adopted by the Institution for their boats.

The lifeboats now in use measure from 30 to 40 feet in length, and 8 in breadth. Buoyancy is obtained by air-chambers at the ends and on both sides. The two large air-chambers at the stem and stern, together with a heavy iron keel, make the boat self-righting, so that should she be upset she cannot remain bottom up. Between the floor and the outer skin of the boat there is a space stuffed with cork and light hard wood, so that even if a hole was made in the outer covering the boat would not sink. To insure the safety of the crew in the event of a sea being shipped, the floor is pierced with holes, into which are placed tubes communicating with the sea, and valves so arranged that the water cannot come up into the boat, but should she ship a sea the valves open downwards and drain off the water. A new departure in lifeboat construction was made in 1890, when a steam lifeboat, named the Duke of Northumberland, was launched. Since then it has saved many lives, and has proved itself to be a thoroughly good sea boat. While an ordinary lifeboat is obliged to beat about and lose valuable time, the steam lifeboat goes straight to its mark even in the roughest sea, so that probably before long the use of steam in combating the storm will become general.

Nearly every lifeboat is provided with a transporting carriage on which she constantly stands ready to be launched at a moment's notice. By means of this carriage, which is simply a framework on four wheels, the lifeboat can be used along a greater extent of coast than would otherwise be possible. It is quicker and less laborious to convey the boat by land to the point nearest the wreck, than to proceed by sea,

perhaps in the teeth of a furious gale. In addition to this a carriage is of great use in launching a boat from the beach, and there are instances on record when, but for the carriage, it would have been impossible for the lifeboat to leave the shore on account of the high surf.

The boats belonging to the National Lifeboat Institution are kept in roomy and substantial boathouses under lock and key. The coxswain has full charge of the boat, both when afloat and ashore. He receives a salary of £8 a year, and his assistant £2 a year. The crew of the lifeboat consists of a bowman and as many men as the boat pulls oars. On every occasion of going afloat to save life, each man receives ten shillings, if by day; and £1, if by night. This money is paid to the men out of the funds of the Institution, whether they have been successful or not. During the winter months these payments are now increased by one half.

The cost of a boat with its equipment of stores--cork lifebelts, anchors, lines, lifebuoys, lanterns, and other articles--is upwards of £700, and the expense of building the boathouse amounts to £300, while the cost of maintaining it is £70 a year. The Institution also awards medals to those who have distinguished themselves by their bravery in saving life from shipwreck. One side of this medal is adorned with a bust of Her Majesty, Queen Victoria, who is the patroness of the Institution. The other side represents three sailors in a lifeboat, one of whom is rescuing an exhausted mariner from the waves with the inscription, "Let not the deep swallow me up." Additional displays of heroism are rewarded by clasps bearing the number of the service.

"When we think of the vast extent of our dangerous coasts, and of our immense interest in shipping, averaging arrivals and departures of some 600,000 vessels a year; when we think of the number of lives engaged, some 200,000 men and boys, besides untold thousands of passengers, and goods amounting to many millions of pounds in value, the immense importance of the lifeboat service cannot be over-estimated." Well may we then, "when the storm howls loudest," pray that God will bless that noble Society, and the band of humble heroes who man the three hundred lifeboats stationed around the coasts of the British Isles.

CHAPTER II.

LIFEBOAT DISASTERS.

e have already referred to the numerous disasters which did so much to retard the progress of the lifeboat movement. Now let us see how these disasters were caused. The early lifeboats, though provided with a great amount of buoyancy, had no means of freeing themselves of water, or of self-righting if upset, and the absence of these qualities caused the loss of many lives.

Sir William Hillary, who may be regarded as the founder of the National Lifeboat Institution, distinguished himself, while living on the Isle of Man, by his bravery in rescuing shipwrecked crews. It was estimated that in twenty-five years upwards of a hundred and forty vessels were wrecked on the island, and a hundred and seventy lives were lost; while the destruction of property was put down at a quarter of a million. In 1825, when the steamer City of Glasgow went ashore in Douglas Bay, Sir William Hillary went out in the lifeboat and assisted in taking sixty-two people off the wreck. In the same year the brig Leopard went ashore, and Sir William again went to the rescue and saved eleven lives. While he lived on the island, hardly a year passed without him adding fresh laurels to his name, and never did knight of old rush into the fray with greater ardour than did this gallant knight of the nineteenth century to the rescue of those in peril on the sea. His greatest triumph, however, was on the 20th of November 1830, when the mail steamer St. George stranded on St. Mary's Rock and became a total wreck. The whole crew, twenty-two in number, were rescued by the lifeboat. On this occasion he was washed overboard among the wreck, and it was with the greatest difficulty that he was saved, having had six of his ribs broken.

In 1843 the lifeboat stationed at Robin Hood Bay went out to the assistance of the Ann of London. Without mishap the wreck was reached, and the work of rescue was begun. Several of the shipwrecked men jumped into the boat just as a great wave struck her, and she upset. Some of the crew managed to scramble on to the bottom of the upturned boat and clung to the keel for their lives.

The accident had been witnessed by the men on the beach, and five of them immediately put out to the rescue. They had hardly left the shore when an enormous sea swept down upon them, causing the boat to turn a double somersault, and drowning two of the crew. Altogether twelve men lost their lives on this occasion. Those who were saved floated ashore on the bottom of the lifeboat.

The Herd Sand, memorable as the scene of the wreck of the Adventure, witnessed a lamentable disaster in 1849, when the Betsy of Littlehampton went aground. The South Shields lifeboat, manned by twenty-four experienced pilots, went out to the rescue. While preparing to take the crew on board, she was struck by a heavy sea, and before she could recover herself, a second mighty wave threw her over. Twenty out of the twenty-four of her crew were drowned. The remainder and the crew of the Betsy were rescued by two other lifeboats, which put off from the shore immediately upon witnessing what had happened.

The advantages of the self-righting and self-emptying boats may be best judged from the fact, that since their introduction in 1852, as many as seventy thousand men have gone out in these boats on service, and of these only seventy-nine have nobly perished in their gallant attempts to rescue others. This is equal to a loss of one man in every eight hundred and eighty.

During the terrible storm which swept down upon our coast in 1864, the steamer Stanley of Aberdeen was wrecked while trying to enter the Tyne. The Constance lifeboat was launched from Tynemouth, and proceeded to the scene of the wreck. The night was as dark as pitch, and from the moment that the boat started,

nothing was to be seen but the white flash of the sea, which broke over the boat and drenched the crew. As quickly as she freed herself of water, she was buried again and again. At length the wreck was reached, and while the men were waiting for a rope to be passed to them, a gigantic wave burst over the Stanley and buried the lifeboat. Every oar was snapped off at the gunwale, and the outer ends were swept away, leaving nothing but the handles. When the men made a grasp for the spare oars they only got two--the remainder had been washed overboard.

It was almost impossible to work the Constance with the rudder and two oars, and while she was in this disabled condition a second wave burst upon her. Four of the crew either jumped or were thrown out of the boat, and vanished from sight. A third mighty billow swept the lifeboat away from the wreck, and it was with the utmost difficulty that she was brought to land. Two of the men, who had been washed out of the boat, reached the shore in safety, having been kept afloat by their lifebelts. The other two were drowned.

Speaking of the attempted rescue, the coxswain of the Constance said: "Although this misfortune has befallen us, it has given fresh vigour to the crew of the lifeboat. Every man here is ready, should he be called on again, to act a similar part."

Thirty-five of those on board the Stanley, out of a total number of sixty persons, were afterwards saved by means of ropes from the shore.

One of the most heartrending disasters, which have befallen the modern lifeboat, happened on the night of the 9th of December 1886. The lifeboats at Southport and St. Anne's went out in a furious gale to rescue the crew of a German vessel named the Mexico. Both were capsized, and twenty-seven out of the twenty-nine who manned them were drowned. It was afterwards found out that the Southport boat succeeded in making the wreck, and was about to let down her anchor when she was capsized by a heavy sea. Contrary to all expectations the boat did not right, being probably prevented from doing so by the weight of the anchor which went overboard when the boat upset.

What happened to the St. Anne's lifeboat can never be known, for not one of her crew was saved to tell the tale. It is supposed that she met with some accident while crossing a sandbank, for, shortly after she had been launched, signals of distress were observed in that quarter. Next morning the boat was found on the beach bottom up with three of her crew hanging to the thwarts--dead.

Such is the fate that even to-day overhangs the lifeboatman on the uncertain sea. Yet he is ever ready on the first signal of distress to imperil his life to rescue the stranger and the foreigner from a watery grave. "First come, first in," is the rule, and to see the gallant lifeboatmen rushing at the top of their speed in the direction of the boathouse, one would imagine that they were hurrying to some grand entertainment instead of into the very jaws of death. It is not for money that they thus risk their lives, as the pay they receive is very small for the work they have to perform. They are indeed heroes, in the truest sense of the word, and give to the world a glorious example of duty well and nobly done.

CHAPTER III.

THE WARRIORS OF THE SEA.

[On the night of the 9th of December 1886, the Lytham, Southport, and St. Anne's lifeboats put out to rescue the crew of the ship Mexico, which had run aground off the coast of Lancashire. The Southport and St. Anne's boats were lost, but the Lytham boat effected the rescue in safety.]

Up goes the Lytham signal!

St. Anne's has summoned hands!

Knee deep in surf the lifeboat's launched

Abreast of Southport sands!

Half deafened by the screaming wind,

Half blinded by the rain,

Three crews await their coxswains,

And face the hurricane!

The stakes are death or duty!

No man has answered "No"!

Lives must be saved out yonder

On the doomed ship Mexico!

Did ever night look blacker?

Did sea so hiss before?

Did ever women's voices wail

More piteous on the shore?

Out from three ports of Lancashire

That night went lifeboats three,

To fight a splendid battle, manned

By "Warriors of the Sea."

 

Along the sands of Southport

Brave women held their breath,

For they knew that those who loved them

Were fighting hard with death;

A cheer went out from Lytham!

The tempest tossed it back,

As the gallant lads of Lancashire

Bent to the waves' attack;

And girls who dwelt about St. Anne's,

With faces white with fright,

Prayed God would still the tempest

That dark December night.

Sons, husbands, lovers, brothers,

They'd given up their all,

These noble English women

Heartsick at duty's call;

But not a cheer, or tear, or prayer,

From those who bent the knee,

class="line">Came out across the waves to nerve