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not free themselves quickly of water, and that they were too heavy for transporting along the shore. In other respects, the form, construction, and fittings of the boat, were left entirely to the skill and judgment of the builder.

At the same time, a carefully selected committee was appointed to examine and decide on the models submitted. The result was, that two hundred and eighty models were exhibited at Somerset House, with plans, sections, and explanations of their peculiar merits. With these before them, the committee saw the difficulty that existed of ascertaining, among so many, the relative qualities of each; and various examinations and experiments were made to bring out the peculiar characteristics of each boat. Certain numerals were therefore given to each quality, in the order of importance in which it was regarded by the committee, and which are given in the subjoined standard:

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3

20

Sailing-Boat

18

Sea-Boat, i.e. stability, safety, buoyancy forward for

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launching through a surf, &c.

4 Small internal capacity for water up to level of the thwarts

5 Means of freeing Boat from water readily

6 Extra buoyancy its nature, amount, distribution, and mode of

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It will be seen by the above formula, that the committee considered it an essential requisite in a life-boat that it should be a good rowing-boat, able to be put off the beach in any weather in which a boat can live at sea, as, without the power

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of doing this, other good qualities are of no avail. To this then, was awarded the first number. As on the coasts of Norfolk and Suffolk, where wrecks generally occur on outlying sands, all the life-boats get off under sail; and it being evident some of the best models were prepared with this view, it was considered that these also were entitled to be placed on a par with boats built chiefly for rowing; but as rowing is a general practice around the coasts, and sailing an exception, a slight difference was made in favour of the former.

This formula arranged, all difficulty vanished. Each model was again examined, and the number, or proportion of the whole number, according to the merits of each boat, established conformably with the above standard.

It was then decided that the model by Mr. James Beeching, of Great Yarmouth, possessed the greatest proportion of the above requisites, the number being eighty-four of the 103. Six of the best models to which the highest numbers were affixed were then for a third time examined, placed side by side, their points discussed, their qualities canvassed, and carefully compared one with another. The result was, a confirmation of the decision previously arrived at by the committee, who therefore made the award in favour of Mr. Beeching; and he was accordingly declared the successful competitor, and received the Duke's prize.

BEECHING'S LIFE-BOAT.

(See the Engraving on opposite page.)

The following is a description of Beeching's prize life-boat. The body of this boat is of the form usually given to a whale boat a slightly rounded floor, sides round in the fore and aft direction, a slight rake in stem and stern-post, clench built, of oak, and copper fastened.

Length 36 feet, breadth 9 feet, depth 3 feet; straight keel, 3 inches deep; pulls twelve oars, double-bank; has a cork fender round the outside, below the gunwale. Extra buoyancy is given by air-tight compartments under a deck, and a set of detached air-cases under the thwarts on cach

side, a raised air-tank at each end, and cork fenders outside. Effective extra buoyancy, 330 feet cubic, equal to 91 tons. For ballast, a water-tank, divided into compartments, built into the boat amidships, perfectly secure and water-tight. Means of freeing the boat from water in twelve seconds, tubes through the bottom. Rig, fore and mizzen-lugsails. To be steered by a rudder or oar, as required. Would carry seventy persons.

The very model that was exhibited for competition has since been deposited in the United Service Museum.

Beeching's life-boats then came into general favour; seven were ordered to be built for the Royal Shipwrecked Fishermeu and Mariners' Benevolent Society, besides others for various stations on the coast. Numerous trials were made with some of the boats, and highly satisfactory were the opinions expressed as to their safe and efficient qualities. In many instances the beachmen declared their confidence to be so great in the powers and qualifications of Beeching's lifeboats, that they would not hesitate to venture out in them during the hardest gale, or through the heaviest sea.

During the fearful gales of November 1852, these boats were put to several severe tests; but, strange to say, they did not then fully realize the expectations of the public. They had not long been in use, before two were upset during the same gale; one at Lytham, and another at Carnarvon. The accident at Lytham proved fatal to all the crew, save one. Although it was stated that those accidents were mainly attributable to ill judgment, in carrying too great a pressure of sail, it appeared very remarkable, after such extraordinary tests as the boats had gone through and the flattering opinions that had been expressed by so many experienced and scientific men, that two of the first and best of these boats should be upset in such a manner as to be unable to right themselves. About two months after, a third was upset in a similar manner at Rhyl, the boat evidently lacking sufficient power of self-righting; by which disaster six unfortunate but brave young fellows met a watery grave. The subject was then taken into serious consideration, and an opinion demanded from Captain Washington,

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