Page:EB1911 - Volume 16.djvu/626

Rh The first government life-saving stations were plain boat-houses erected on the coast of New Jersey in 1848, each equipped with a fisherman’s surf-boat and a mortar and life-car with accessories. Prior to this time, as early as 1789, a benevolent organization known as the Massachusetts Humane Society had erected rude huts along the coast of that state, followed by a station at Cohasset in 1807 equipped with a boat for use by volunteer crews. Others were subsequently added. Between 1849 and 1870 this society secured appropriations from Congress aggregating $40,000. It still maintains sixty-nine stations on the Massachusetts coast. The government service was extended in 1849 to the coast of Long Island, and in 1850 one station was placed on the Rhode Island coast. In 1854 the appointment of keepers for the New Jersey and Long Island stations, and a superintendent for each of these coasts, was authorized by law. Volunteer crews were depended upon until 1870, when Congress authorized crews at each alternate station for the three winter months.

The present system was inaugurated in 1871 by Sumner I. Kimball, who in that year was appointed chief of the Revenue Cutter Service, which had charge of the few existing stations. He recommended an appropriation of $200,000 and authority for the employment of crews for all stations for such periods as were deemed necessary, which were granted. The existing stations were thoroughly overhauled and put in condition for the housing of crews; necessary boats and equipment were furnished; incapable keepers, who had been appointed largely for political reasons, were supplanted by experienced men; additional stations were established; all were manned by capable surfmen; the merit system for appointments and promotions was inaugurated; a beach patrol system was introduced, together with a system of signals; and regulations for the government of the service were promulgated. The result of the transformation was immediate and striking. At the end of the year it was found that not a life had been lost within the domain of the service; and at the end of the second year the record was almost identical, but one life having been lost, although the service had been extended to embrace the dangerous coast of Cape Cod. Legislation was subsequently secured, totally eliminating politics in the choice of officers and men, and making other provisions necessary for the completion of the system. The service continued to grow in extent and importance until, in 1878, it was separated from the Revenue Cutter Service and organized into a separate bureau of the Treasury, its administration being placed in the hands of a general superintendent appointed by the president and confirmed by the senate, his term of office being limited only by the will of the president. Mr Kimball was appointed to the position, which he still held in 1909.

The service embraces thirteen districts, with 280 stations located at selected points upon the sea and lake coasts. Nine districts on the Atlantic and Gulf coasts contain 201 stations, including nine houses of refuge on the Florida coast, each in charge of a keeper only, without crews; three districts on the Great Lakes contain 61 stations, including one at the falls of the Ohio river, Louisville, Kentucky; and one district on the Pacific coast contains 18 stations, including one at Nome, Alaska.

The general administration of the service is conducted by a general superintendent; an inspector of life-saving stations and two superintendents of construction of life-saving stations detailed from the Revenue Cutter Service; a district superintendent for each district; and assistant inspectors of stations, also detailed from the Revenue Cutter Service “to perform such duties in connexion with the conduct of the service as the general superintendent may require.” There is also an advisory board on life-saving appliances consisting of experts, to consider devices and inventions submitted by the general superintendent.

Station crews are composed of a keeper and from six to eight surfmen, with an additional man during the winter months at most of the stations on the Atlantic coast. The surfmen are reenlisted from year to year during good behaviour, subject to a thorough physical examination. The keepers are also subject to annual physical examinations after attaining the age of fifty-five. Stations on the Atlantic and Gulf coasts are manned from August 1st to May 31st. On the lakes the active season covers the period of navigation, from about April 1st to early in December. The falls station at Louisville, and all stations on the Pacific coast, are in commission continuously. One station, located in Dorchester Bay, an expanse of water within Boston harbour, where numerous yachts rendezvous and many accidents occur, which, with the one at Louisville are, believed to be the only floating life-saving stations in the world, is manned from May 1st to November 15th. Its equipment includes a steam tug and two gasoline launches, the latter being harboured in a slip cut into the after-part of the station and extending from the stern to nearly amidships. The Louisville stations guard the falls of the Ohio river, where life is much endangered from accidents to vessels passing over the falls and small craft which are liable to be drawn into the chutes while attempting to cross the river. Its equipment includes two river skiffs which can be instantly launched directly from the ways at one end of the station. These skiffs are small boats modelled much like surf-boats, designed to be rowed by one or two men. Other equipments are provided for the salvage of property. The stations, located as near as practicable to a launching place, contain as a rule convenient quarters for the residence of the keeper and crew and a boat and apparatus room. In some instances the dwelling- and boat-house are built separately. Each station has a look-out tower for the day watch.

The principal apparatus consists of surf- and life-boats, Lyle gun and breeches-buoy apparatus and life-car. The Hunt gun and Cunningham line-carrying rocket are available at selected stations on account of their greater range, but their use is rarely necessary. The crews are drilled daily in some portion of rescue work, as practice in manœuvring, upsetting and righting boats, with the breeches-buoy, in the resuscitation of the apparently drowned and in signalling. The district officers upon their quarterly visits examine the crews orally and by drill, recording the proficiency of each member, including the keeper, which record accompanies their report to the general superintendent. For watch and patrol the day of twenty-four hours is divided into periods of four or five hours each. Day watches are stood by one man in the look-out tower or at some other point of vantage, while two men are assigned to each night watch between sunset and sunrise. One of the men remains on watch at the station, dividing his time between the beach look-out and visits to the telephone at specified intervals to receive messages, the service telephone system being extended from station to station nearly throughout the service, with watch telephones at half-way points. The other man patrols the beach to the end of his beat and returns, when he takes the look-out and his watchmate patrols in the opposite direction. A like patrol and watch is maintained in thick or stormy weather in the daytime. Between adjacent stations a record of the patrol is made by the exchange of brass checks; elsewhere the patrolman carries a watchman’s clock, on the dial of which he records the time of his arrival at the keypost which marks the end of his beat. On discovering a vessel standing into danger the patrolman burns a Coston signal, which emits a brilliant red flare, to warn the vessel of her danger. The number of vessels thus warned averages about two hundred in each year, whereby great losses are averted, the extent of which can never be known. When a stranded vessel is discovered, the patrolman’s Coston signal apprises the crew that they are seen and assistance is at hand. He then notifies his station, by telephone if possible. When such notice is received at the station, the keeper determines the means with which to attempt a rescue, whether by boat or beach-apparatus. If the beach-apparatus is chosen, the apparatus cart is hauled to a point directly opposite the wreck by horses, kept at most of the stations during the inclement months, or by the members of the crew. The gear is unloaded, and while being set up—the members of the crew performing their several allotted parts simultaneously—the keeper fires a line over the wreck with the Lyle gun, a small bronze cannon weighing, with its 18 ℔ elongated iron projectile to which the line is attached, slightly more than 200 ℔, and having an extreme range of about 700 yds., though seldom available at wrecks for more than 400 yds. This gun was the invention of Lieutenant (afterwards Colonel) David A. Lyle, U.S. Army. Shot lines are of three sizes,, and  of an inch diameter, designated respectively Nos. 4, 7 and 9. The two larger are ordinarily used, the No. 4 for extreme range. A line having been fired within reach of the persons on the wreck, an endless rope rove through a tail-block is sent out by it with instructions, printed in English and French on a tally-board, to make the tail fast to a mast or other elevated portion of the wreck. This done, a 3–in. hawser is bent on to the whip and hauled off to the wreck, to be made fast a little above the tail-block, after which the shore end is hauled taut over a crotch by means of tackle attached to a sand anchor. From this hawser the breeches-buoy or life-car is suspended and drawn between the ship and shore of the endless whip-line. The life-car can also be drawn like a boat between ship and shore without the use of a hawser. The breeches-buoy is a cork life-buoy to which is attached a pair of short canvas breeches, the whole suspended from a traveller block by suitable lanyards. It usually carries one person at a time, although two have frequently been brought ashore together. The life-car, first introduced in 1848, is a boat of corrugated iron with a convex iron cover, having a hatch in the top for the admission of passengers, which can be fastened either from within or without, and a few perforations to admit air, with raised edges to exclude water. At wreck operations during the night the shore is illuminated by powerful acetylene (calcium carbide) lights. If any of the rescued persons are frozen,