Mr. Chairman and Gentlemen:
I would ask your attention this evening to a subject which may be literally of vital importance to some of us. It seems to me to be one that cannot be too much or too often discussed by sea-faring people. Plans suggested in hours of safety may be put in operation in moments of danger. I do not suppose that there is a man, who has ever been to sea, who has not formed some idea for self preservation; indeed many have written on the subject. My object has been to collect some of these ideas, especially those which seem the most simple and inexpensive, with the hope that in the discussion others may be proposed.
Happily for us there are some men in our country who are devoting much time, thought and energy, to this all important subject. In the foremost rank of these good workers stand the Hon. Sumner I. Kimball General Superintendent of the Life Saving Service, Mr. R.B. Forbes and Captains Merriman, Mc Gowan, and Ottinger of the Revenue Service. There are also two societies which have the matter in hand, the Humane Society of Massachusetts and the Life saving Benevolent Association of New York. In Europe much of the expense of the life saving service is covered by private subscription, with us but little.
Little I am sorry to say has ever been done by the Navy, even to preserve its own members. It seems to me, that next to overcoming an enemy, the duty of a naval officer is to protect his friends. A good general always plans his retreat. Why should not a good naval officer arrange for withdrawing after an unsuccessful contest with the elements?
The Oneida and Huron furnish us with examples of the general ways in which vessels are lost, and, consequently, have to be abandoned and there is no doubt, that, a vessel once irretrievably lost, it is the duty of a commander to save his crew. The circumstances of the Oneida would have been similar if she had been burned, rammed, sunk by shot or torpedoed.
Let us examine these two cases, first seeing what was done to preserve life and then conjecturing what means, had they been at hand, might have been of service. I use the term ''had they been at hand" because means must be provided beforehand and ought to be supplied in the outfit of every vessel.
The United States Steam Sloop Oneida (6) left the harbor of Yokahama, Japan, homeward bound, on the afternoon of the 24th of January, 1869. Her crew consisted of twenty-five officers and one hundred and fifty two men. At 7 o'clock that same evening she was run into in the Bay of Yedo by the English merchant steamer Bombay, and being cut into, on the quarter, to the water's edge, sank with twenty two officers and ninety five men, fifteen minutes afterwards. It is not in the province of this paper to discuss the whys and wherefores of this sad accident.
The Bombay, after the collision, continued on her way, her captain testifying that he supposed the Oneida all safe because he heard no sounds of alarm or signal guns.
The persons saved tell us that the officers and men were perfectly cool, that they fell in at their quarters and there remained until ordered into the rigging by the Captain; that one quarter boat was lowered, in which the surgeon and fifteen men got away, the boat being so much injured, in lowering, that she sank as she went alongside of the Idaho. The remaining survivors escaped in the 1st cutter which, fortunately, floated out of her cradle, as the ship went down. We are told that poor Adams after much delay in getting to the magazine succeeded in procuring three cartridges which were fired at least ten minutes after the accident. Capt. Williams' last recorded words were: "What can I do? They would not give me boats when I asked for them." The Oneida, like all vessels of her class, carried but few boats, which had they all been serviceable would have held but a part of her crew. What boats she had were said to be unseaworthy, having been transferred from other ships on the station, and only two could be lowered directly from the davits and one of these was completely used up in the collision.
Let us now see what means might have been at hand, which would probably have saved most of her crew.
A man who can swim and float can support himself in the water for a long time without assistance, by judiciously husbanding his forces. The simplest means then for immediate preservation would have been swimming; especially in moderately smooth water and with the chance of meeting a floating spar or other part of the wreck. It is curious that such an important element seems to be entirely omitted from the routine drills of the navy and does not even find a place in the minute reports which are made of men's other qualifications. The intelligent management of the Naval Academy is obliterating this fault as far as the graduates are concerned and we may hope that some similar practice obtains on board our apprentice ships. Why should it not be found in the weekly routine of every ship in the service? Temperature permitting of course.
A person, even not a swimmer, who has confidence from practice can be sustained almost indefinitely by very little additional buoyancy. We have many different inventions which give such aid, but most of them require additional space, a coveted article in a crowded ship, and would generally be stowed where they could not be gotten at when really wanted. Every person on board has a bed of some kind, the man his hammock and mattress, the officer his mattress, these converted into life preservers are always on hand and take up no additional room.
Rear Admiral Ryder, R.N., first proposed the use of the hammock, in a short paper, published in volume XV of the Journal of the Royal United Service Institute, in which he says that at his request Com'dr. Cyprian Bridge, of the Caledonia, carried on some experiments and found; that, a rather new cotton hammock supported seven naked men for some minutes—four men for a considerable time—and believes that it could have continued to do so for an hour. Captain Arthur Wilmshurst of the Valiant found that a hammock with a six pound shot attached to one end, a most trying test, sank in five minutes. The buoyancy of the hammock at first being 113.74 lbs. The same shot suspended from the middle of the hammock was sustained nine minutes. The ticking of the mattress was then oiled, and the hammock supported the weight two and a half hours. It can easily be imagined that a hammock capable of thus supporting a dead weight, would be of great use to a man.
By filling the mattress with cork shavings, which are very cheap, generally being thrown away, additional buoyancy may be obtained. A mattress six feet by four feet stuffed with this material weighed twenty pounds, its buoyancy was sufficient to support eighty pounds dead weight, indefinitely. The cost of the mattress was one half that of a hair one. Cocoa fibre has also been used with good results.
Cork mattresses 5 ft 6 X 1 ft 10 and three inches deep (hammock size) stuffed with granulated cork, weighing thirteen pounds and having a buoyancy of sixty pounds, are now issued to the Royal Navy.
Captain E.P. Wilson, R.N., in his account of the burning of the Bombay says that, had the idea occurred to them to use the hammocks, all hands might have been saved; as it was only those in the davit boats were. It was impossible in this case to get the boom boats out on account of the burning of the tackles.
Admiral Ryder, in his pamphlet on "Life saving at sea by cork mattresses," tells us that the best way to use the hammock, for one person, is to secure the clews together, forming a ring, care being taken to have the lashing on the exterior in order to tauten it. A hammock secured in this way will support, not only the man in it, but, two other persons hanging on at the outside. If the precaution is taken to fit a piece of stuff for a seat, the person may even safely indulge in sleep. As with all life preservers a person must be satisfied in having his head and shoulders out of the water. Two hammocks are best secured together at the ends, the men placing themselves between them with one arm over each.
Mr. R.B. Forbes, in a letter to the Army and Navy Journal of January fifth, and in his pamphlet, "The Hammock as a life Preserver," tells us, that a cotton canvas hammock containing a mattress composed of cork shavings, sustained one hundred and sixty pounds of iron six minutes; ninety-six pounds ten minutes; sixty-two pounds one hour and five minutes, and thirty-two pounds indefinitely. The same hammock and bed put into a close woven cotton bag, subjected to a process of water proofing, was sustained one hour and twelve minutes with one hundred and sixty pounds against six minutes as before stated; eight hours and a half with ninety-six pounds, against ten minutes, and with sixty-two pounds four hours against one hour and five minutes, it will be seen, thus, that, the hammock and mattress in the bag floats nearly four times longer than without it. A further test showed that a common hammock with the usual hair mattress, when put into a bag, floated twenty-four hours with one thirty-two pound shot. Twenty hammocks thus provided, lashed to spars, would float a two thousand pounds anchor and a hundred would float the largest anchor in the navy.
Further careful experiments showed that a cotton canvas bag, water proofed, containing a cork mattress, supported two thirty-two pound shot twenty-nine hours and forty minutes, and, with the common hair mattress, it remained above water ten hours and thirteen minutes with the same weight.
Mr. Forbes also makes some valuable suggestions in regard to the construction of rafts, using spars and hammocks.
Lieut. Commander F.W. Dickens, writing to the Army and Navy Journal, objects to Mr. Forbes' bag, as superfluous at all times except shipwreck and unserviceable if the hammocks should happen to be "down" at the moment of danger. He proposes instead a cork mattress with waterproof ticking and a waterproof clothes-bag, the officers being provided with similar bags for soiled linen receptacles.
From all the foregoing evidence it would seem that, in some form of the hammock, we have a serviceable life preserver. The cork mattress covered with a waterproof ticking, [this ticking to be furnished with straps so that it could be used separately from the hammock if necessary,] the hammock itself being also treated with a water-proofing mixture to add to its impenetrability and to preserve the bed clothes at exercise appears to me to be the best.
The objections that can be raised to the system are first, the hardness of the bed. Few I think would complain of this however if they fully realized the advantage to be derived in the time of danger; second the supplying of a convenient conveyance for deserters; as such it would really be doing double duty, ridding the service of bad men as well as preserving the good.
Had the hammocks of the Oneida been fitted as life preservers every man on board might have been saved and we should have had a useful realization of a witty caricature, in a late number of Punch, showing a naval commander swimming off at the head of his officers and men, a sinking ship being shown in the background.
At sea, far from the land, it would be necessary to have boats, as provisions would then have to be provided for. It is evident that a ship cannot carry enough boats of the present style, to stow all hands, and then again the only boats, that can generally be used in an emergency are those that are all ready for lowering, time and the elements generally preventing elaborate proceedings. But when the additional misfortune of the boats provided being unseaworthy from long service or damage, or from the iniquitous system of taking the best boats of a homeward bound vessel to supply deficiencies on the station, a system sometimes rendered absolutely necessary by force of circumstances, befalls the luckless mariner, he is to be pitied. We should indeed look for improvement. Large bolsas and life rafts would seem to fill this void. But they are cumbersome and take time to fill or fit. The Rev. E.L. Berthon has invented a collapsing boat, a full description of which with illustrations will be found in volume XXI of the Journal of the Royal United Service Institute. This boat, consisting of a frame work of wood or iron and a skin of heavy canvass, is built of almost any size; stows in very small space; is light and easily handled. There need never be a lack of them, on foreign service, as they can be easily transported and stowed. A sail maker can always rebuild them if necessary. They have been adopted in the English navy and transport service, especially for the troopships. An excellent lowering apparatus is provided which first expands and then lowers them.
If the present style of boat is to be depended upon they should at least be fitted partially as life-boats, roomy and perfectly seaworthy, not being built entirely for looks and speed, the latter quality being transferred to the ship. They should be fitted so as to be quickly and easily lowered, no lifting being necessary. An excellent lowering apparatus is proposed by Mr. G.G. Laurence of Dundee, a full description of which will be found in the Engineer for Dec. 14th 1877. The U.S. patent office could no doubt also provide some good patterns, of home invention; in fact there is now a first rate plan in operation on board some of the New York ferry boats.
And now in regard to the fact that the Bombay heard no sound of distress or signal gun. This was due in the first case to Naval discipline and was perfectly proper; but that a man-of-war should take ten minutes to make a recognized signal for assistance, when that assistance was really needed, was not proper. Means of firing guns or rockets should always be at hand. That this is not the case we all know; powder is too much feared by its friends. We have all seen a lantern put out three decks away from a magazine which was to be opened. Powder in a tank on deck cannot possibly be more dangerous than a turpentine chest. As the cartridges might be drowned in a heavy sea or the primers might miss, it would be well to have special life saving and signal cartridges prepared, contained in metal cases, fitted with friction primers, a gun or mortar with an axal vent being provided for their use. The rockets should also be fitted with friction igniters.
Let us now turn to the sad story of the "Huron," so fresh in all our memories. It is hardly necessary to recount the events of that fearful night off Currituck. Many of us lost friends, noble fellows, who, if proper appliances had been at hand, might yet be with us.
Her crew should all have been swimmers and her hammocks life preservers. Her boats should all have been properly fitted. These precautious are enumerated, as they might, as a last resort, have saved life. As a general rule, however, none of them should be used. The records of our life-saving service show us that they are the most dangerous methods. The hawser with its life car or breeches buoy being generally the safest conveyance. In order to use these, however, it is first necessary to establish communication by means of a small line. This communication once established the crew are almost always saved. It is now the custom to send this line from the shore to the ship, but a slight study of the subject will show us that the contrary method is by far the easiest. From the shore the line sent through the air has to come against the wind, the accuracy and aim being thus greatly lessened; the ship is a much smaller target than the shore; the apparatus has sometimes to be conveyed miles under the most distressing circumstances whereas on the vessel it is always at hand one man being enough to do the shore work. The medium of the water, by means of current, wind and sea is entirely precluded from the shore, whereas from the ship it may be of the greatest service. It would therefore seem that every vessel, either in the name of humanity or by force of law, should carry some contrivance for conveying a small line on shore.
Many methods have been proposed, let us proceed to examine some of them.
Although the attempt is extremely uncertain and hazardous, a strong man and expert swimmer, as in the case of Ensign Lucien Young, might succeed by means of a life preserver, Merriman dress, spar or bolsa in carrying the line. Young would undoubtedly have succeeded had a proper line been provided. The danger to a swimmer is from the surf, a life preserver only adding to this danger as it keeps the man on top of the water and does not allow him to gain a footing. At any rate, lines, of at least two hundred fathoms in length, should be provided and kept on reels ready for such emergencies. These lines should be kept covered, so that they may be as light as possible when wanted for use.
Casks, spars and even boxes have sometimes been used with success, but the difficulty with them is, that they are kept back by the drag of line; that once ashore they are drawn back by the undertow; that the coast current, which generally exists, carries them in a diagonal direction, expending all the line before they can reach the shore. Mr. Kimball proposes a very simple apparatus which he describes as two planks shaped and placed like the runners of a sledge joined by battens at the top. These obviate the first objection, by advancing easily when aground but receding with difficulty. To add buoyancy a water cask or scuttle butt tightly closed is fastened to the forward part. At the after-end a reel, of new manila line, is placed with its axle vertical, the bitter-end being made fast on board. The line unreels from the float, thus obviating the second difficulty. The third, he says, it will not surmount. I would propose the addition of a small sail which if the wind were on shore would probably remedy the difficulty. An inextinguishable light of some kind would also show the point of landing at night.
Commander Howell has suggested that in shoal water a howitzer carriage, fitted with a plank screen to add to the surface exposed to the advancing force of the waves, might be used.
A congreve or other rocket float such as proposed for torpedoes might also be successful.
The air is, however, the best medium of communication. Here, if our apparatus is good, we have everything in our favor.
Captain Nares R. N. proposes a kite made of canvass with a wooden frame, a tripping line is fitted to dip it on getting over the land so that it will descend and be caught by those on shore, this might be made self attaching by adding a small grapnel to the tail. The mortar is advocated by our Life-saving Service on the score of cheapness and is being daily improved upon. The latest development, reported by Lieut. Lyle of the Army Ordnance, who is detailed to make experiments in this line, is a III inch M.L.K. weighing, with its bed, one hundred and ninety pounds. With this he has thrown a line six hundred and ninety-four and two thirds yards. Direction and force of the wind not stated. The line used is similar to that lately adopted, in the service, for signal halliards, being supplied in two sizes; the first, .22 inch in diameter, ninety threads; the second, ,13 inch in diameter, twenty-seven threads. With the mortar it is necessary to have a pin board from which to pay off the line. A gun of this kind would answer for saluting and signaling aboard unarmed vessels. I think that the metallic cartridge and friction primer would add to its certainty in a case like the Huron's.
Mr. Forbes has just sent me an account of a mortar or firing tube, invented by a shoemaker of Weymouth, which would seem to have accomplished wonders. It consists of a pipe or tube of brass closed at the lower end, and fitted so as to be stuck up on the deck, on a block, or in the earth. Its weight is twenty nine and a half pounds. A charge of three ounces of powder is used. The projectile is a hollow tube three inches in diameter closed at one end, toward the charge: in this tube is coiled one hundred and fifty yards of small line the end of which is made fast to about three feet of a larger one strongly twisted: this latter passes out of the muzzle, over the fork, in the end of a rod, attached to the top of the gun, and is then secured to the end of a second small line of one hundred and fifty yards, which is coiled in a cylinder held in the hand of the operator. The line is treated with parafiue. With this little apparatus a range of one thousand five hundred feet is said to have been obtained.
In an emergency, a gun, loaded with an empty shell, in the fuze hole of which a length of small chain should be toggled and a line fastened to the chain, might be used, the charge of course being greatly reduced. Or, again, a projectile might be extemporized by winding up the end of the chain into a ball of the required size, marling and covering it with canvas. For short distances the ramrod of a musket might be used.
Another favorite plan is the rocket. The English Hooper rocket, very similar in construction to the original Boxer, has given excellent results. Its range is about four hundred and ten yards, weight about seventy pounds. This is being introduced for trial in our Life-saving Service.
The Germans have two kinds of rockets made at Spaudan. Of the first called the rescue rocket, there are two sizes one 3.15 inches the other 1.97 inches in diameter, weighing 41.87 pounds and 15.43 pounds, ranging five hundred and fifty, and three hundred and thirty yards. The second kind, called the anchor rocket, is fitted with a four armed anchor and can be used for hauling boats out through the surf or for attaching lines on uninhabited coasts.
The Russians have a rocket weighing twenty-eight pounds, with a range of five hundred and seventy yards.
In carrying on some experiments last spring, to find a method for conveying lines over a building, I found that, by attaching an untarred spun-yarn line to our common navy signal rocket and firing it at small angles, a range of over one hundred yards, running out three hundred yards of line, with remaining energy enough to carry quite a heavy pin board some distance, could be obtained. Even this might be of use.
The rocket would seem to have advantages over all the other methods; especially in the confusion of a wreck where a gun could not perhaps be trained or a mortar planted or steadied.
Lieut. Comd'r Dickens proposes a ball of unquenchable fire, which, when thrown in the water with the patch removed, lights up the surroundings for a great distance. This if used on board the Huron might have saved the valuable hours wasted, in waiting for day light, to find the shore.
Once the small line on shore a whip can be hauled in either direction by which the hawser is conveyed. Every ship could carry a breeches buoy; if not, one could be easily extemporized with a hammock life preserver with a bag attached to stand in. The breeches-buoy is hauled along the hawser by means of the whip, the preserver being added to keep the passenger afloat in a very heavy sea.
Although we have deprecated the use of ships boats and individual efforts with life preservers there is one method which would seem to be feasible. The hammocks, being made buoyant, could be secured together, side by side, by attaching the clews to lines at either end; with a large number, two, or even three rows thus formed could be joined together. This raft being flexible would take the conformation of the surface and would not be open to the danger of pitch poling—a defect which exists with even the best life-boats.
Thus far we have only considered what could be done from the vessel. On shore much is done to assist ships in distress. In order to understand what, we must here make a brief retrospect. In 1791 the Humane Society of Massachusetts was incorporated for the purpose of rescuing ship- wrecked mariners. This society erected and equipped life saving stations and shelter huts on the coast of their own state, the expense being defrayed by private contributions. Many lives were saved by its volunteer crews. Even in this year we find seventy-six life saving stations and eight shelter huts are maintained by it. In 1848 the general government turned its attention to the subject and by small appropriations fitted out and maintained a number of stations. These stations were, however, wanting in many of the necessary features and were manned entirely by volunteers whose attendance could not always be counted on and who allowed the apparatus to deteriorate. The Life Saving Benevolent society of New York, incorporated March 29, 1849, like its sister in Massachusetts, established stations on the Long Island and Jersey coast, many of which are still in use. In 1872 the present very efficient and growing Life-saving Service was organized. The work done seems almost incomprehensible in view of the smallness of the appropriations. To Mr. Kimball, the General Superintendent, and his assistants, the greatest credit is due. We know little of the difficulties which they have had to surmount. Results are the best means by which to measure the value of an institution. Wherever the proper development has been afforded, by legislative action, the success has been wonderful. The coast of North Carolina is the weakest point now, and Mr. Kimball is using every endeavor to get money to render it as humanly secure as the rest of our shore line. Those who have the work in hand, are fully competent to make the needed improvements, if only they have the means given them. They want assistance and it would seem particularly appropriate that we of the navy should do what we can for them by word or deed.
The coast from Maine to Florida is divided into seven districts. Each district is in charge of a superintendent and the large ones have, besides, an assistant. It is the duty of this superintendent to be always on the go inspecting and drilling his crews.
This duty seems to be creditably performed. There are besides these superintendents several general inspectors, who are as a rule taken from the Revenue marine.
The districts are as follows:—
No. 1, Maine and New Hampshire, six Life-saving Stations.
No. 2, Massachusetts, fourteen Life-saving Stations.
No. 3, Rhode Island and Long Island, thirty-six Life-saving Stations.
No. 4, New Jersey, forty Life-saving Stations.
No. 5, Delaware, Maryland, and Virginia, to Cape Charles, eight Life-saving Stations.
No. 6, Virginia, from Cape Henry and North Carolina, ten Lifesaving Stations.
No. 7, Florida, eight houses of refuge.
The eighth, ninth and tenth districts are on the great lakes, and the eleventh is the coast of California and Oregon, furnished with eleven life boat stations.
In the second district besides the government stations are those of the Humane Society.
There are three classes of stations.
First, Life-saving Stations:—Situated in localities remote from settlements, furnished with every possible appliance for rescuing the shipwrecked, and ministering to the immediate necessities and comforts of those saved. They also furnish quarters for the keepers and crews. On account of the limited means at the disposal of the management, the stations are manned only during the winter months. That this is unwise, although necessary, the Huron disaster showed. The crews now consist of six surf men besides the keeper.
Second, Lifeboat Stations:—located near settlements where volunteer crews can easily be summoned. These are furnished with boats and such other appliances as the nature of their situation calls for. The stations of the 11th district are of this nature.
Third, Houses of Refuge:—Situated in desolate localities, where the general state of the coast does not call for the use of the appliances furnished to the other classes of stations. These are intended to afford shelter to those who may come ashore. They are provisioned and supplied with medicines, blankets, beds, &c. Small boats are placed in them with which to reach points of safety or passing vessels. A keeper, with his family, resides in them.
Some of the stations are connected with the Weather Signal Service, and are used as warning posts for passing vessels: this feature should be extended to all of them, and if the International code flags were added to the outfits, vessels could communicate with any part of the world from many points on the coast. A shore line of telegraph should connect the stations with each other, this line being besides fitted with alarm boxes on the poles, would serve for the patrols to send in signals of distress from wherever they might be.
The small surf-boat is used at almost all the stations. Our coast is so sandy and rugged that it is impossible to transport life-boats weighing generally four or five thousand pounds. The surf men are also familiar with this style of boat and seem to place more reliance in it than in any other. The smallness of the crews renders even this very difficult of transportation to any distance. Where they can be hired, horses are used, but where they are most wanted they cannot be obtained. It is recommended that four horses be kept at the stations on the most exposed and desolate parts of the coast. The patrols could ride two of these horses, the other two being always in reserve to bring out the apparatus.
The men, as we have before stated, are employed for only a part of the year. This necessitates the breaking in of new crews every season. The pay is small and the work most arduous, which prevents men from reshipping. It is now proposed to regularly enlist the men; employing them in the off months in drilling, making a coast road, building stations, repairing apparatus, putting up telegraphs and patrolling the coast, in case of a possible accident, or to prevent smuggling. The crew as it now stands is too small. Two men are always on patrol; in case of an alarm one or both of these will be absent. The beats at present, in some localities, are longer than can possibly be watched by one man, often reaching a length of eight miles. Then again no leeway is left for the sick list or unavoidable absence. By a regular system of enlistment good crews could be obtained from districts where plenty of men are to be found, and transferred to those where the material is poor.
The appliances furnished at a complete station are:—
A surf-boat fully equipped, boat carriage, mortar and appliances, pin board with line, sand tarpaulin and pegs, whip and hawser. Sand anchor, tackle and crutch.
Signal flags, lanterns and coston lights.
Beach light.
Life car, life raft and breeches buoy, medicines, tools, provisions, blankets and beds, also
A hand cart, in which those of the above named articles, except the boat, that are required at the scene of action, are conveyed.
The boat is used when advisable; chief reliance however is placed in the Hue.
The method of proceeding is as follows:—three hundred fathoms of line are coiled on a pin board, the different layers running clear of each other and paying off of the pins. This board is placed to windward of the mortar, and the end of the line is attached, either by means of a spiral spring, or directly, to the projectile. The latter method has proved the most certain; care is taken to wet the end of the line to prevent its burning. The projectile is elongated in shape, the line coming to the outer end which protrudes from the muzzle. On starting, the projectile first turns over so as to bring the line to the rear. The mortar is trained so as to point between the masts of the vessel. Should the first shot miss, the line is run in and coiled on the tarpaulin, which is pinned down to the ground with tent pegs.
The line, having reached the vessel, is hauled upon by those on board, the whip block having been attached to the shore end. Attached to the block, is a board or bottle with directions in English, French and German for making it fast. The block is made fast as high above the deck as possible, by means of its tail. The next operation is the hauling out of the hawser; done by those on shore, who have first taken the precaution to join the two ends of the whip. The hawser is made fast to the mast above the tail block. As soon as "all fast" is signaled, from the vessel, the shore end is hauled hand taut. The sand anchor, two pieces of heavy plank crossed and fitted with an eye bolt at the intersection, is planted in a trench. The crutch is then set up; the hawser being taken over its crotch. The tackle is clapped on to the hawser, and hooked to the sand anchor. If the vessel is rolling, it is necessary to tend the tackle, if not it is set taut and belayed. The life-car, which is like a small life boat with a cover, is then suspended to the hawser, hauled out to the wreck by means of the whip, the bight of which is made fast to a traveler; when loaded it is hauled ashore again by the other part of the whip.
The car is necessary when there are landsmen, women, children or invalids to be conveyed; for seamen the breeches buoy is used. This is a large cork life preserver with a pair of canvas breeches attached, the man sitting in it. This buoy, may be used on the whip alone, if necessary.
We can easily see, how, especially in the case of a man-of war, much of this operation might to advantage, be reversed.
The rescued persons once ashore are taken to the station and cared for. One necessary article is omitted in the supply list, that is clothing of a rough, but warm character. Many of the saved come on shore naked or nearly so. Would it not be a good thing for us to direct our charities toward supplying this want?
And now gentlemen, as I know you would like to have a look at the practical working of the system, let me invite you to put on your warmest clothing, your oil skins, and your sea boots, and come with me this evening, to the lonely coast of North Carolina, not quite so lonely as it was on the night the Huron was lost. The patrol man of the nearest station, which is eight miles off, is now there. But see, he is looking to seaward. He thought just now that he saw the gleam of a light. He was right. Almost blinded by the salt spray from the sea mixed with sand from the beach, he is able to make out a vessel's lights and to add to his certainty, there goes her gun. She is heading right in for the breakers and will ground in a few seconds. The patrol burns his coston light to show them that they are seen. More he cannot do until he summons assistance. He starts for the station and after weary hours of toiling, which can only be appreciated by those who have tried such a journey, on our coast in a winter's storm, he reaches his destination. The alarm is given, and in a few minutes the crew start with their apparatus. Six men, all told, one being far away to the westward on patrol, and cannot be recalled, and one of this small number is already exhausted by his previous endeavors, dragging a hand cart far heavier than our heaviest howitzer to which we allot, under favorable circumstances, at least sixteen men. After tugging through sand and floundering in mud, sometimes entirely halted by the storm, at all times straining every muscle, they reach the scene of disaster. There they find that hours before, the vessel has gone to pieces, and all that they can do, is, to save a few corpses from the surf. Could human beings have done more with the means at hand? And when we know that these men get for such work a sum of $1.33 a day, for five months in the year, can we say that they have not fully earned it. Yet with all this, to-morrow the opinion will go forth, from the pens of a hundred well clothed and comfortably lodged gentlemen who value their writings at the sum of a penny a line, that the U.S. Lifesaving Service is a fraud, the organization is bad, the officers are insufficient, the crews are poor, and the patrolmen negligent in the performance of their duties. Now should these same gentlemen devote their vast energies to assisting the Service, instead of belittling it in the popular opinion, how much could be gained. The lesson would be taken to heart; public sentiment would come to the aid of the organization; appropriations would be increased and every thing done to make such another accident impossible. With such aid to carry out the plans already matured, we should have another story. The patrolman two, or at most three miles from his station would have dismounted from his horse, going to the nearest telegraph pole, he would have sent in the alarm; burnt his light; and watched for the line to come ashore; he would then have attached the line to his horse and with his aid have hauled in the whip. In the meantime, the crew with the apparatus drawn by two good horses, would have arrived by an excellent coast road made by the men in summer. The hawser would then be sent out, or one might be hauled ashore from the ship if it could be gotten at on board. The car then attached and hauled out, the horses being used to assist; it would then come ashore, and when opened who knows but what young Simkins, son of Congressman Simkins, and Mr. Hardcash, the great banker and beloved friend of Senator Smith, might not be found comfortably ensconced therein. What a comforting thing it would be, to Messrs. Smith and Simkins to think that they had both voted for the increased appropriation, and a bill for the further perfecting of the United States Life-saving Service. Who knows but we ourselves or our companions may some day need the life car? Let us this evening decide that whatever we can do to help on this good work, we will do. Let a question of rank or precedence arise, and it finds plenty of friends and opponents. This subject may be of far more importance to some of us in the future.