STATISTICS OF LIFE-BOATS AND FISHING-BOATS. 327 
these boats the space between this planking is filled with copper or zinc 
cases; but in many of them it is only partially filled with zinc tubing 10 to 
6 inches diameter, and in some only with cork shavings, so as to be wholly 
inefficient when new, and liable to be injured and become sodden and lose 
all buoyancy in a year. 
By inquiries of those interested in shipping, any one may satisfy himself that 
this is the present position of the legal part of the question ; and a walk round 
the harbours, quays, or docks, and inspection of some of the vessels, will lead to 
the following conclusions as to the present practice on board merchant-ships:— 
That the provision of life-boats at all is quite an exception; that the 
principal ships in the passenger and American trade have ceased to carry 
large long-boats and yawls on their decks, but have substituted deck-houses 
and two light boats on the top, and often two more on beams over the 
quarter-deck, bottom up. 
That sailing-ships have usually one pair of iron boat’s davits on each 
side, some having two pairs; while steamers and screw vessels have three, 
and some of the larger four pairs of davits each side; this innovation being 
necessary from the increased length and depth of modern vessels, while the 
numerous passengers or emigrants now carried by each render it more im- 
perative that proper provision be made for the preservation of the lives of 
all on board, in case of accident to ship or machinery. 
It is curious to observe in the ships in the docks, that while great improve- 
ment has taken place in the mechanical arrangements connected with the 
sails and engines, no attention seems to be paid to the application of expe- 
‘rience or science where the safety of life is to be secured, by the suitable 
construction of boats’ davits and fittings, and the application of buoyancy 
to life-boats. 
Tt will be seen that in nearly all the ships and steamers, the boats’ davits 
are only a thick bar of round iron, with the head bent at right angles 3 or 
4 feet, having a double or threefold block bolted to the end; with a tackle- 
block having an iron stop and hook, the boat being attached to the tackle 
by a chain. sling, into which the tackle-block hooks; the difficulty being, 
that before the boat can be cleared of the tackle in a sea-way or under 
way, the rope must be so slack that the upper part of the block must be 
brought to the level of the sling and hook. 
Although, with an experienced crew, these arrangements may have been 
found sufficient for the ordinary purposes of a merchant-ship, there can be 
no doubt there is great room for improvement in the detail of fitting; 
while the increase of passengers and loss of life by sudden accidents and 
collisions render it essential that every boat should be provided with the 
best mechanical means of being lowered in safety when full of the people 
she is intended to save. 
This necessity has brought forward a number of proposed plans and 
patents for effecting the object ; having my own views, I will quote those of 
an anonymous writer in the ‘ Shipwrecked Mariner,’ on those of Messrs, 
Jeffreys, Lacon, Russell, Clifford, and Cornish, each having its respective 
merits. The objects sought were—1. That both ends should be lowered 
so as to secure the descent perfectly horizontal. 2. That they should not 
cant in the act of lowering. 3. That there should be power to disengage 
_ them as soon as they reach the water. 4. That there should be facilities 
for replacing the boats at their davits after being lowered at sea. 
The first two objects were attained by Jeffreys, Lacon, Russell, and Clif- 
ford’s plans, but I do not consider them so important as the last two objects. 
_ On these points, as well as the others, the writer in the ‘ Shipwrecked Ma- 
