In the course of my occasional visits to Scarborough, my attention was drawn to the imperfect design of the lifeboats of the period; the frequent shipwrecks along the coast indicating the necessity for their improvement. After considerable deliberation, I matured a plan for a metal lifeboat, of a cylindrico-conical or chrysalis form, to be propelled by a screw at each end, turned by sixteen men inside, seated on water-ballast tanks; sufficient room being left at the ends inside for the accommodation of ten or twelve shipwrecked persons; while a mate near the bow, and the captain near the stern in charge of the rudder, were stationed in recesses in the deck about three feet deep. The whole apparatus was almost cylindrical, and watertight, save in the self-acting ventilators, which could only give access to the smallest portion of water. Iconsidered that, if the lifeboat fully manned were launched into the roughest seas, or off the deck of a vessel, it would, even if turned on its back, immediately right itself, without any of the crew being disturbed from their positions, to which they were to have been strapped.
It happened that at this time (the summer of 1850) his Grace the late Duke of Northumberland, who had always taken a deep interest in the Lifeboat Institution, offered a prize of one hundred guineas for the best model and design of such a craft; so Idetermined to complete my plans and make a working model of my lifeboat. I came to the conclusion that the cylindrico-conical form, with the frames to be carried completely round and forming beams as well, and the two screws, one at each end, worked off the same power, by which one or other of them would always be immersed, were worth registering in the Patent Office. Itherefore entered a caveat there; and continued working at my model in the evenings. I first made a wooden block model, on the scale of an inch to the foot. I had some difficulty in procuring sheets of copper thin enough, so that the model should draw only the correct amount of water; but at last I succeeded, through finding the man at Newcastle who had supplied my father with copper plates for his early road locomotive.
The model was only 32 inches in length, and 8 inches in beam; and in order to fix all the internal fittings, of tanks, seats, crank handles, and pulleys, I had first to fit the shell plating, and then, by finally securing one strake of plates on, and then another, after all inside was complete, I at last finished for good the last outside plate. In executing the job, my early experience of all sorts of handiwork came serviceably to my aid.
After many a whole night's work--for the evenings alone were not sufficient for the purpose--I at length completed my model; and triumphantly and confidently took it to sea in an open boat; and then cast it into the waves. The model either rode over them or passed through them; if it was sometimes rolled over, it righted itself at once, and resumed its proper attitude in the waters.
After a considerable trial I found scarcely a trace of water inside. Such as had got there was merely through the joints in the sliding hatches; though the ventilators were free to work during the experiments.
I completed the prescribed drawings and specifications, and sent them, together with the model, to Somerset House. Some 280schemes of lifeboats were submitted for competition; but mine was not successful. I suspect that the extreme novelty of the arrangement deterred the adjudicators from awarding in its favour. Indeed, the scheme was so unprecedented, and so entirely out of the ordinary course of things, that there was no special mention made of it in the report afterwards published, and even the description there given was incorrect. The prize was awarded to Mr. James Beeching, of Great Yarmouth, whose plans were afterwards generally adopted by the Lifeboat Society. I have preserved my model just as it was; and some of its features have since been introduced with advantage into shipbuilding.Although Mr. Harland took no further steps with his lifeboat, the project seems well worthy of a fair trial. We had lately the pleasure of seeing the model launched and tried on the lake behind Mr. Harland's residence at Ormiston, near Belfast. The cylindrical lifeboat kept perfectly water-tight, and though thrown into the water in many different positions--sometimes tumbled in on its prow, at other times on its back (the deck being undermost), it invariably righted itself. The screws fore and aft worked well, and were capable of being turned by human labour or by steam power. Now that such large freights of passengers are carried by ocean-going ships, it would seem necessary that some such method should be adopted of preserving life at sea; for ordinary lifeboats, which are so subject to destructive damage, are often of little use in fires or shipwrecks, or other accidents on the ocean.
A full account is given in the Illustrated London News of the 21st of October, 1868, with illustrations, of the raising of the Wolf; and another, more scientific, is given in the Engineer of the 16th of October, of the same year.
