class="x-ebookmaker-pageno" title="p. 31" id="pgepubid00044"/>approach sufficiently near: they are known as

CAPTAIN MANBY’S APPARATUS.

In a note in his 69th page, Gillingwater says: “The most probable method of rescuing seamen from those unfortunate situations, that I can think of, is that of a kite.  When the storm is so abated that a boat is able to approach pretty near the wreck, let a line (which may soon after easily convey a strong rope) be carried by the kite over the vessel, and then let fall.  Thus a communication may be obtained between the wreck and the boat, and by that means, the seaman may be drawn through the water from the ship to the boat.”  Now, that which the kind hearted man threw out as a possibility, has been shewn to be practicable; a communication is obtained by means of this apparatus; a rope is attached to a ball which is projected from a mortar, and thrown over the vessel in distress: the apparatus is kept in the boat house, which is situated on the beach, near the lower part of the town.  During the summer season, visiters are sometimes gratified by a sight of the method in which this apparatus effects its object.

We now direct attention to various improvements and benevolent devices.—The Light-houses, Harbour, etc.

THE LIGHT-HOUSES

are at once highly useful, and present striking objects of interest to the visiter.

The Upper Light-house is a neat and ornamental building, situated at the northern extremity of the High street, on a commanding eminence, and may be seen to advantage by a person entering the town from the Yarmouth side.  It was erected in 1676, by the Brethren of the Trinity House, and subsequently repaired and improved in the years 1778, 1825, and 1840.  It is fitted up with large plated reflectors in a lantern of plate glass.

The Lower Light situated on the beach, towards the south of the town, consists simply of a lantern, fitted with lamps and reflectors, as in the case of the upper light, elevated on a framework of wood; it has received this structure in order that it may be easily removed: it has been found necessary sometimes to change its place, as the sands—to warn against danger from which, the light-houses have been erected—are continually shifting.  Mariners steering in a line with these two lights, can safely pass between the Holme and Barnard sands, the channel between which, is not more than a quarter of a mile wide.

The purposes now answered by the light-houses were, prior to 1676, imperfectly effected by two beacons, one of which stood on the site now occupied by the upper light, the other stood on the north side of the passage going down the Swan score.

There is a Floating Light called the ‘Stanford,’ anchored upon the Stanford sand; it is fitted up with two lamps, which are suspended upon two masts raised for the purpose.  This light answers a similar purpose to that of the others.  In foggy weather, when the lights are not visible, a gong is beaten at short intervals, to warn vessels of their approach to the sands.

The instructions given to the persons superintending the lights are very minute.  The lanterns and reflectors must be kept constantly cleaned, and the lamps must be trimmed every few hours; a book is kept in which the time when the lamps are trimmed is regularly entered.  The persons who attend to the floating light are constantly on board the vessel during the time they are in charge: there are two sets of men, (six in a set) each set having remained a month is then relieved.

THE HARBOUR AND RAILWAY.

The Waveney originally emptied itself into the sea between Lowestoft and Kirkley, but being a shallow stream, could not resist the gradual formation of a mound of sand raised by the prevailing east winds, which, in time, effectually cut off the communication between the sea and Lake Lothing.  At spring tides, however, the sea would frequently break over the barrier, rush into the lake and over the low lands, carrying away whatever was not sufficiently durable to resist its torrent.  Mutford Bridge has been twice carried away by the waters of the sea, though at a distance of two miles from the beach.  In 1831 the river and the sea were again united.  The harbour was formed under the auspices of Mr. Cubitt, at the estimated cost of £87,000.  This harbour and navigation afterwards fell into the hands of Government, and were purchased of the Exchequer Loan Commissioners in 1842, by Messrs. J. Cleveland, G. and W. Everitt, J. S. Lincoln, J. W. Hickling, and W. Roe.  These Gentlemen made various improvements, and kept possession till October 1844, when they sold the property to S. M. Peto, Esq.

The act for improving the harbour and forming the Railway, was passed in the early part of 1845.  Messrs. Stephenson and Bidder were appointed the Engineers in chief, Mr. Hodges the resident Engineer, and Mr. Peto, the general contractor.  In the enterprise of Mr. Peto originated this great work.  Having purchased the harbour and navigation in 1844, he, with other gentlemen, chiefly in the neighbourhood, formed for the above purpose a company with a capital of £200,000.

The new Harbour of refuge is formed by two immense piers, extending for 1300 feet into the sea, enclosing the old harbour and an area of 20 acres.  The width between the piers, and consequently of the harbour is 800 feet, and the average depth of water in it is 20 feet.  The old entrance within the piers will be cleared away up to the stone work, so that there will be a spacious basin, large enough to accommodate 600 or 700 vessels.  The piers consist of a stupendous timber framework, (creasoted by Bethel’s patent process to keep out the worm,) on each side of the harbour, 14 feet high above the water, and 30 feet in width, filled up with immense blocks of stone from one to six tons in weight; these sides present a solid mass of masonry.  As the thousands of tons of stone required have to be brought from a great distance in vessels, and by railway, the filling in goes on slowly.  When this work is completed, a platform or flooring of four-inch planking, will be made on the top of each pier.

The north pier, after extending straight out east for 700 feet, bends to the south-east for 300 feet, and then bends again to the south for 300 feet more making in all 1300 feet.  This pier is intended entirely for business; a double tramway has been laid along it with a large turning table at each bend.

The south pier extends from the shore for 1300 feet straight out into the sea, and is intended for a grand promenade.  The head of each pier is circular, and 60 feet in diameter; Light-houses have been erected in the centre of the circle at the head of each pier, and at night a brilliant red light is exhibited.

The entrance to the harbour between the two piers is towards the south-east; it is 160 feet wide, with a depth of 21 feet at low water.

Beyond the south pier a sea wall has been built, with towers of flint and stone, and at the back of it, a broad embankment has been formed for the esplanade, which is a quarter of a mile in length, and 25 feet wide, and affords a splendid view of the sea.  The fine Hotel at the northern extremity of the esplanade, presents, in its internal