have been produced in all shapes and sizes, but apparently
nothing indispensable has as yet been brought out. Those
interested in life-saving appliances were hopeful that the Paris
Exhibition of 1900 would have produced some life-saving
invention which might prove a benefit to the civilized world,
but so lacking in real merit were the life-saving exhibits that
the jury of experts were unable to award to any of the 435
competitors the Andrew Pollok prize of £4000 for the best
method or device for saving life from shipwreck.
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| Fig. 7.—Plan, Profile and Section of Tubular Type of Life-boat. A, deck; E, wale, or fender; H, drop-keel. |
The rocket apparatus, which in the United Kingdom is under the management of the coast-guard, renders excellent service in life-saving. This, next to the life-boat, is the most important and successful means by which shipwrecked persons are rescued on the British shores. Many vessels are cast every year on the rocky parts of the coasts, under cliffs, where no life-boat could be of service. In such places the rocket alone is available.
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| Fig. 8.—Plans, Profile and Section of Watson Type of Life-boat. Lettering as in fig. 5, but C, side air-cases above deck and thwarts. |
The rocket apparatus consists of five principal parts, viz. the rocket, the rocket-line, the whip, the hawser and the sling life-buoy. The mode of working it is as follows. A rocket, having a light line attached to it, is fired over the wreck. By means of this line the wrecked crew haul out the whip, which is a double or endless line, rove through a block with a tail attached to it. The tail-block, having been detached from the rocket-line, is fastened to a mast, or other portion of the wreck, high above the water. By means of the whip the rescuers haul off the hawser, to which is hung the travelling or sling life-buoy. When one end of the hawser has been made fast to the mast, about 18 in. above the whip, and its other end to tackle fixed to an anchor on shore, the life-buoy is run out by the rescuers, and the shipwrecked persons, getting into it one at a time, are hauled ashore. Sometimes, in cases of urgency, the life-buoy is worked by means of the whip alone, without the hawser. Captain G. W. Manby, F.R.S., in 1807 invented, or at least introduced, the mortar apparatus, on which the system of the rocket apparatus, which superseded it in England, is founded. Previously, however, in 1791, the idea of throwing a rope from a wreck to the shore by means of a shell from a mortar had occurred to Serjeant Bell of the Royal Artillery, and about the same time, to a Frenchman named La Fère, both of whom made successful experiments with their apparatus. In the same year (1807) a rocket was proposed by Mr Trengrouse of Helston in Cornwall, also a hand and lead line as means of communicating with vessels in distress. The heaving-cane was a fruit of the latter suggestion. In 1814 forty-five mortar stations were established, and Manby received £2000, in addition to previous grants, in acknowledgment of the good service rendered by his invention. Mr John Dennett of Newport, Isle of Wight, introduced the rocket, which was afterwards extensively used. In 1826 four places in the Isle of Wight were supplied with Dennett’s rockets, but it was not till after government had taken the apparatus under its own control, in 1855, that the rocket invented by Colonel Boxer was adopted. Its peculiar characteristic lies in the combination of two rockets in one case, one being a continuation of the other, so that, after the first compartment has carried the machine to its full elevation, the second gives it an additional impetus whereby a great increase of range is obtained. (R. M. B.; C. Di.)
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| Fig. 9.—Life-boat Transporting-Carriage with Tipping’s Wheel-Plates. |
United States.—In the extent of coast line covered, magnitude of operations and the extraordinary success which has crowned its efforts, the life-saving service of the United States is not surpassed by any other institution of its kind in the world. Notwithstanding the exposed and dangerous nature of the coasts flanking and stretching between the approaches to the principal seaports, and the immense amount of shipping concentrating upon them, the loss of life among a total of 121,459 persons imperilled by marine casualty within the scope of the operations of the service from its organization in 1871 to the 30th of June 1907, was less than 1%, and even this small proportion is made up largely of persons washed overboard immediately upon the striking of vessels and before any assistance could reach them, or lost in attempts to land in their own boats, and people thrown into the sea by the capsizing of small craft. In the scheme of the service, next in importance to the saving of life is the saving of property from marine disaster, for which no salvage or reward is allowed. During the period named vessels and cargoes to the value of nearly two hundred million dollars were saved, while only about a quarter as much was lost.
