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 JOSEPH FRANCIS, 
 
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 FOUNDED 
 
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 J^t a ptcetiiig of titjc <£>}tvtmhtv of ©ommcrce^ held 
 
 Thursday, November 5, 1885, the following preamble and reso- 
 lution were unanimously adopted. 
 
 W^ltZVenSf the recent publication of the History of Life 
 Saving Appliances, has recalled the attention of the Chamber of 
 Commerce to the eminent services to humanity, rendered .by the 
 now venerable Joseph Francis, in the invention and construction 
 of the Corrugated Iron Life Car, and numerous other appliances 
 in the form of Life Boats, Pontoons, etc., etc., and 
 
 ISIIxercaS; the Chamber of Commerce of the State of New 
 York did, on the second day of March, 1841, by resolution, ap- 
 prove of and recommend the valuable inventions of Mr. Francis 
 to the Mercantile Marine, and 
 
 1 ^^ftevcas, during the whole period of a long and active 
 flife, Mr. Francis has devoted his talents and his means to the 
 / {improvement and development of those appliances which have 
 ^ Jbeen the means of saving thous"ands"l)f valuable lives in all parts 
 /'I of the civilized world, receiving in recognition thereof, knight- 
 hood, medals, testimonials and diplomas from all the great nations 
 of the world, except his own country ; therefore, 
 
 '^tSoXvzA, that the Chamber of Commerce of the State of 
 
 New York do hereby memorialize the Congress of the United 
 
 { States to take such action in recognition of the great services 
 
 I to the country and to humanity of Joseph Francis, as in its wisdom 
 
 it may deem most fitting and proper. 
 
 Jt ^vnt ©tfpaf. 
 
 GEORGE WILSON, Secretary. 
 
 JAS. M. BROWN, President. 
 
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Cornell University 
 Library 
 
 The original of this bool< is in 
 the Cornell University Library. 
 
 There are no known copyright restrictions in 
 the United States on the use of the text. 
 
 http://www.archive.org/details/cu31924030900041 
 
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HISTORY 
 
 OF 
 
 Life -Saving Appliances, 
 
 — AND — 
 
 Military and Naval Constructions. 
 
 INVENTED AND MANUFACTURED BY 
 
 JOSEPH FRANCIS, 
 
 With Sketches and Incidents of his Business Life in the 
 United States and Europe. 
 
 Compiled by JAMES L. POND. 
 
 WITH ILLUSTRATIONS. 
 
 PUBLISHED AND PRINTED BY E. D. SLATER, 
 153 AND 155 Fulton Street, N. Y. 
 
 1885. 
 
Entered according to Act of Congress, in the year 1885, by 
 
 E. D. Slatek, 
 in the office of the Librarian of Congress, at Washington. 
 
PREFACE 
 
 There have lived in all ages of the world meo, who by some single 
 av.t, or by a persevering and prolonged effort in behalf of those for whom 
 they toiled, have won the gratitude of mankind and are ranked among 
 the benefactors of the human race. Conspicuous among tliose who have 
 a rightful claim to grateful recognition, is Joseph Franc rs, whose life 
 and labors are briefly and imperfectly sketched in the page« that follow. 
 They have been produced mainly for the purpose of consolidating and 
 preserving facts, historical and documentary, that establish his fame as 
 one of the most successful inventors of this or any other nation, and give 
 in their chronological order the details of a life devoted to an exclusive 
 and human object. 
 
 If the reader will patiently peruse what is here produced, he will 
 find much to interest him, inasmuch as the subject is one upon wliich 
 comparatively little has been written and with which no other name is 
 identified to the intimate and inseparable extent that appertains to the 
 originator and producer of the various means used in tlie saving of human 
 life. 
 
 In the investigation of this subject by those sufficiently skilled in 
 mechanism to aid in giving practical utility to devices of which Joseph 
 FsAisrcis was the only inventor and manufacturer, as a relation of facts 
 nowhere else to be found in compact form, and explanatory of a service 
 that has the sympathy and approval of humanity everywhere, it will 
 repay the reader by the information it supplies; and if he recognizes the 
 object of the writer, which is as far as possible to place before the public 
 the facts and circumstances connected with iMr. Francis' prolonged efforts 
 in behalf of his fellow men, he will feel that he has realized adequate 
 compensation for the labor he has performed. 
 
 In this world the reward of human life is the answer of a good con- 
 science and the approval of those whose commendation we value ; but 
 beyond these, there is a justification which all men covet, and hope in 
 
 the final reckoning to receive. 
 
 ^ JAMES L. POND. 
 
HISTORY 
 
 OF — 
 
 l^ife - Saving Appliances. 
 
 Joseph Francis, the subject of this history, was born in Massachu- 
 setts, March 12th, 1801 ; he is consequently in the 85th year of his. age. 
 Most of his life has been devoted to the study, creation and manufacture 
 of Life-Saving Appliances. The surroundings of his youth were very 
 favorable to the bent of his inclination, a near relative owning a largo 
 factory in which were manufactured some of the best boats and cutters 
 of the period for government use, during the war of 1812. 
 
 With his inventive genius, mechanical brain, and such unusul facil- 
 ities, it is not surprising that in 1812, when he was only eleven years of 
 age, he should have manufactured a small boat, to which he applied 
 cork, confined in wood, in the bow and stern for a buoyant power. 
 
 This first crude experiment demonstrated the practicability of buoy- 
 ant power, as with his cork applied as stated, his little boat would hold 
 vopfour men when filled with water. This was his first success, a vei'ita- 
 ble Life-boat ; the first one built or seen in the United States, a nucleus, 
 or germ, from which have sprung such extensive manufactories through- 
 out the United States. The success of his first application of buoyancy, 
 gave him" confidence to continue experiments until he reached a high 
 degree of perfection, resulting in the invention of a less bulky, and 
 therefore more buoyant power, and alsa the application of a material 
 combining the largest amount of strengtli and resisting power, combined 
 with elasticity, and the minimum of weight. 
 
 During 1812, terrible scenes of shipwreck occurred on the ocean and 
 along the coasts of New Jersey and Long Island, and the great loss of 
 life that occurred at each wreck, appealing to his active sympathies, 
 determined him to devote his future life to the task of inventing and 
 devising some character or style of boat that would prove useful in saving 
 human life in cases of shipwreck. 
 
 Reports of disasters in early times were not received sometimes for 
 days and even weeks after their occurrence, from the desolate sea coast, 
 and but little had been done, or even thought of, practically, in the way 
 of precaution, or in devising means by which human life could be saved 
 under such circumstances ; and as the news of each succeeding disaster 
 became tardily circulated, it was received with a sort of helpless apathy, 
 except by the owners of vessels, or by the friends and relatives of the 
 lost. 
 
6 HISTORY OF TJFE-SAVING APPLIANCE^. 
 
 At the breaking out of the war of 1812, public attention was,, to a 
 certain extent, withdrawn from the heart-rending scenes on the coast 
 that weie of such fnH|iiciit occurrence about that time, but little progress 
 was made, and few dc^ions perfected toward creating any Life-Savmg 
 appliances But Exi)oriiiii-nts were commenced at that time by Mr. 
 Francis, and continued until 1821, with the view of obtaining more buoy- 
 ant power in boats ; the result of wliich was the improvement of pleasure, 
 row, and sail- boats to such an extent as to make them comparatively 
 ^ af e 
 
 The " Francis Manufactory " at that time, was in an isolated place, 
 and its resources were vei}- limited. He had never seen, or even heard 
 of a Life-boat, and knew nothiiiji' of the practical construction or appli- 
 cation of buoyant power, excojit by the information he had obtained 
 from his own experiments. He was entirely alone, without sympathy, 
 encouragement, or aid. Neither the public or individuals manifested 
 any interest in the matter, and the few who noticed what he was doing, 
 or "the improvements he was making, stigmatized him as a '■'■ 'oisionary 
 schemer."" He had not advanc^ed far enough, nor had his inventions 
 become sufficiently known to possess a special intrinsic value, so that 
 little was to be feared from speculators at that time. 
 
 In 1819, he invented and built a light, fast row-boat, possessing 
 all the Life-saving qualities he had perfected up to that time, exhib- 
 ited her at the.//ri? Fair of the Massachusetts Mechanics Institute, held 
 in Boston, for which he was awarded "Honorable Recognition." This 
 may be termed the first publii' recognition of his efforts, and we can well 
 imagine tlie spur and encouiagenK^nt it gave him to pursue the path he 
 had outlined. 
 
 The coasts of Long Island and New Jersey have ever been noted for 
 disaster and sliijnvreck on account of their proximity to the entrance of 
 the port of New York. "Old Long Island's Sea Girt Shore," celebrated 
 in song by our native ])oets, and the e([ually "Sea Girt" and danger- 
 ous beaches of New Jersey, Jiave tner l)een the most fruitful scenes of 
 disaster of the entire Atlantic seaboard. As a consequence, at the pre- 
 sent day, the best efforts of our splendidly equipped Life-saving service 
 are mainly concentrated along those coasts, making a strong contrast 
 to the first crude experiments a generation ago of the subject of our his- 
 tory, and the magnificent (levi-lojnnents to which they attained previous 
 to the formation of our present system.* 
 
 At the time referred to theiv were but a few humble dwellings scat- 
 tered along those coasts ; mostly the abodes of fishermen, particularly on 
 the New Jersey coast, which was then specially noted for its disasters. 
 The inhabitants of the syiarsely located dwellings at that time were eking 
 out a "hand to mouth" existence by fishing, yet to those who were un- 
 fortunately shipwrecked, their humble housc^s afforded the only available 
 shelter, and their occupants wer(^ the only persons to render aid and 
 assistance. Everything iii nature seems to be compensating in its results, 
 for brave hearts were theirs living in isolation along that coast. Ever 
 ready to imperil their own lives in their fishing boats, to save the 
 lives of strangers. Too much credit cannot be awarded those old time 
 heroes of the surf for being the pioneers of a service which to-day im- 
 proved with Life-boats, Life cars, and other Life-saving Appliances 
 invented, improved and introduced in a great measure by the practical 
 efforts of Mr. Francis in the first instance, subsecjuently aided by the very 
 liberal encouragement of the government, commands not only the. respect 
 and admiration of the best and most pliil an trophic men of the United 
 
 *Much credit should b; awarded to the General Superintendent <,f the Life-Saving Service, Mr. S. I Kemball fnK 
 his indominable perseverance, unquestioned experience and capacity in carrying forward the great and humaneinsrin, 
 tion alter Its orgaui^cation by congress ill 1878. «'ic mscicu.* 
 
i-ttST^ORt O^ LIFE-SAVING AtPLIANOES. 7 
 
 States, but nearly all the crowned heads and prominent men of Europe, 
 as will be seen by the testimonials following in this work; but the 
 "Laurel Wreath" most highly prized by Mr. Francis, is the record of 
 human life saved by his own inventions and appliances. 
 
 By close application, and determined perseverance, between the 
 years 1815 and 1825, Mr. Francis had attracted the attention of men of 
 liberal ideas, which brought to his aid patronage, capital, and a conse- 
 quent demand for the extensive manufacture of Life-boats that followed. 
 
 Conflicting interests and jealousies, as usual with new born ideas, 
 caused some persecution, but the only efl'ect produced was notoriety, 
 and the extension of business. 
 
 MODERN LIFE-BOATS. 
 
 The terrible loss of life by shipwreck, so frequent at this time, in- 
 duced Mr Francis to devote his time and attention to devising some means 
 by which this great fatality could be partially, at least, averted. Ex- 
 periments were made with wooden-boats, similar to whale-boats, having 
 cork in the bow and stern, and air chambers along the sides and under 
 the thwarts. The first experimental boat when completed was taken to 
 the foot of Wall street, and thrown endwise into the dock, bottom up- 
 wards. She instantly righted, and freed herself of water which passed 
 through the perforated bottom. She was then hauled endwise to the 
 yardarm of a ship and cut loose. She struck with considerable violence, 
 but came right side up to the surface uninjured. She was then loaded 
 with men who could neither upset or sink her. These experiments, which 
 were so novel at that time, but which laid the foundation for the demand 
 for improved boats, were witnessed with much interest by many of the 
 principal shipping merchants of the city. Among them was Mr. Henry 
 Grinnell, a gentlemen noted for his benevolence, and for rendering sub- 
 stantial aid to any enterprise tending to benefit mankind. It is due to 
 Mr. Grinnell to state, that but for the deep interest manifested by him, 
 and the encouragement given for this imperfect attempt, any further 
 effort to perfect Mr. Francis' Life-boat might have been abandoned, and 
 possibly not renewed even to this day. 
 
 Mr. Grinnell, at the time of these experiments, stated to Mr. Francis 
 "that his improvements in wooden-boats, were but a beginning in a 
 good cause." Said he, "persevere, you are an inventor and a manufac- 
 turer, and all depends on such as you and not on inventors alone, for the 
 production of some means to save human lives from shipwrecks." 
 
 The exhibition of this Life-boat, (which was repeated in Philadel- 
 phia, and witnessed by thousands who had never seen, or scarcely heard 
 of a Life boat,) produced such notoriety that Mr. Francis received an 
 order from the English Government for two powerful Life-Surf-Boats, 
 to be stationed on the coast of Canada. 
 
 From this time on it was difficult for him to meet the demand for 
 Wooden Life-boats of every description, from all parts of the United 
 States, for he had no competition in their manufacture, and the increased 
 demand for all kinds of sail, pleasure and row-boats, crowded the limits 
 and capacity of his factory. 
 
 About this time orders were received from the officers of a British 
 regiment stationed at Quebec, for a race-boat to run against an English 
 built boat from London, England. 
 
6 HISTORY OF LiFE^SAtllTG APPUANCES; 
 
 RACE BOAT. 
 
 This Race Boat, as improved, was thirty feet long, with four oars, and 
 weighed sixty pounds, being the lightest boat ever made up to that time. 
 She was built of mahogany, with brass fastenings, varnished and polish- 
 ed like furniture. She was exhibited in the rotunda of the old merchants 
 exchange in Wall street, previous to being shipped to her destination. 
 
 "The Eao-le," as she was named, was placed on the deck of a canal 
 boat (there being no railroad at that time,) and shipped to Montreal. 
 Upon her arrival there she was placed upon the shoulders of two men, 
 and with the rays of the sun glistening upon the gilded "American Eagle" 
 on her bow, she was proudly carried through the streets, followed by an 
 enthusiastic crowd of Englishmen, to the steamer for Quebec. 
 
 Mr. Francis accompanied this race boat to Quel)ec, and on her arrival 
 she was entered in the regatta to compete with the English built boats- 
 she being the first American built race l)oat competing with foreign built 
 boats. 
 
 To the credit of her builder she came off victorious. Her success was 
 rightly attributed to her superiority in model and construction, more than 
 to the skill of her oarsmen. This result gave her builder notoriety in both 
 America and England. 
 
 BRAZILIAN BARGE. 
 
 Following the building of the Eace Boat above described, an Im- 
 perial Barge was built, on an order from the Emperor of Brazil. She 
 was thirty-two feet long, built of oak, polished, varnished and brass 
 fastened, and finished in gorgeous style, with awnings and upholstery, 
 with the royal arms of Brazil, in gold and crimson, on the back-board. 
 
 BARGE FOR RUSSIA. 
 
 A barge ordered for the Emperor of Russia, about this time, was of 
 the same dimensions and finish, as that subsequently built for the Em- 
 peror of Brazil. 
 
 The Russian flag was painted on each bow, and the royal arms on 
 the back-board After her arrival in Russia, she was used almost daily by 
 the Emperor and Empress on the river Neva in front of the winter 
 palace, rowed by twelve sailors in naval uniforms. The barge was in- 
 stantly recognized by Mr. Francis, on his visit to St. Petersburg, twenty- 
 seven years after. 
 
 In 1828, Mr Francis was requested, by the secretary of the navy, to 
 go to Portsmouth navy yard, and contract for and build wooden Life- 
 boats for the Frigate " Santee," and the " Line of battle" ship, Alabama, 
 being built there at that time ; a request he complied with. 
 
 The records covering these years, of the great number of lives saved 
 from wrecks at sea through the instrumentality of these Life-boats — and 
 also while the early experiments of Mr. Francis were progressing — are 
 lost ; this leaves the inventor without consecutive memoranda of them. 
 
 During his increasing patronage, and all the changes in the models 
 and construction of his wooden Life-boats, and his improvements in the 
 application of buoyant power, Mr. Francis never lost sight of the one 
 
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CANADA RACE BOAT, 1825. 
 
 KTJSSIAN MOUNTAIN SECTION METALLIC BATTAU. 
 
 "-"'ps*:;^;^.^ 
 
 FRENCH COBKUGATBD IRON FERRY TRANSPORT FOR TROOPS. 
 
IIISTOKY OP LIFE-SAVING APPLIANCES. 9 
 
 great object of his life : to create some kind of a vessel to arrest the des- 
 truction of human life at wrecks at sea and on a rock bound coast, and 
 to this end he continued his experiments from year to year at great 
 personal expense. 
 
 As he progressed every improved Life-boat, was in turn approved' by 
 the public, so that in a short time there was scarcely a vessel, belonging 
 either to the government or mercantile marine, but had some kind of a 
 Life-boat built upon models invented by the subject of this history. 
 
 A Life-boat in its construction is a compromise of conflicting 
 requisites, and there is no more difficult thing to manufacture, even 
 at this day, than a perfect Life-boat. 
 
 In complying with the express wishes of Mr. Francis, who desires 
 that nothing but facts connected with the invention, progress, and present 
 status of life-saving apparatus, consequent upon his inventions, shall 
 enter these pages, it cannot be expected, however interesting it might be, 
 that there shall be given any idea of his trials, patience and perseverance 
 while projecting and perfecting, without aid, — save the generous and 
 voluntary encouragement of those liberal minded and intelligent men, 
 who were forced to acknowledge the merits of his inventions — of lAfe- 
 samng Appliances, that have become world wide in their reputation. 
 
 To the year 1830 may be ci'edited the birth of aquatic sports in this 
 country ; although as far back as 1811 a club was established in JN'ew 
 York under the name of the "Knickerbocker Club," but it was barely in 
 operation before the war of 1812 broke out, when it was disbanded. At 
 the close of the war several efforts were made to revive the association 
 but without success. Subsequent efforts were also made to organize other 
 clubs, but not until the year 1830 were they successful, when a party of 
 gentlemen of wealth, and the highest standing in the city of New York, 
 numbering about one hundred, prominent among whom were Robert L. 
 Stevens, Ogden Hoffman, Charles F. Hoffman, Samuel Verplank, Charles 
 L. Livingston, Robert Emmett, Robert Centre, John A. Stevens, and 
 others, established a club under the name of the " New York Boat Club," 
 having their boat house at Castle Garden. 
 
 Their first boat, built by Mr. Francis, was subsequently presented to 
 the Emperor of Russia, and when put into the water at Cowes, — when 
 the U. S. Frigate Kensington touched at that port onher way to Russia, — . 
 was pronounced by experienced yachtmen there to be the handsomest 
 craft they had seen in British waters. Handsome as she was, she had 
 been replaced by one more finished and perfect, the famous double- 
 banked Barge of twelve oars, the " Seadrift." 
 
 In the N. Y. Mirror, a description of her was given from the pen 
 of Mr. Charles F. Hoffman, from which we take the following extract, 
 
 "And while every nautical man will acknowledge that the model 
 and finish of Mr. Francis chef d''(euvre, the ' Seadrift,' has never been 
 excelled, to him, and the club, is the merit due of first bringing the 
 noble sport of aquatics into public favor." 
 
 The "Seadrift" (a twelve oared, double-bank barge) was thirty-feet 
 long, built of chestnut oak and fastened with copper rivets throughout. 
 The entire outer and inner surface was polished, and without paint ; the 
 inside above the thwarts, fore and aft, was panelled with ebony, rosewood 
 and mahogany, with knees and row-locks of brass ; around the upper 
 streak outside, were carvings in oak, rivalling the highest polish and finish 
 of the finest wood. The club requested Mr. Francis to spare no pains in 
 her construction and perfection of workmanship. He consequently built 
 her entirely v?ith his own hands on Water street, New York. 
 
10 HISTORY OP LIFE-SAVING APPLIANCES. 
 
 After some years, the club was disbanded, and the barge consigned 
 to the keeping of Mr. Verplank, one of the members, with an injunction 
 to keep her in sacred charge as long as any of the members lived. And 
 now, after a lapse of fifty-five years, she is still as perfect as the day she 
 was built, lying in state at the country seat of Mr. Samuel Verplank, at 
 Fishkill-on-the-Hudson. So ended the first organized and successful 
 boat club in the United States. 
 
 After the club was disbanded, one of its members, Mr. Robert 
 Centre, a distinguished merchant of New York, ordered a large sailing 
 yacht from Mr. Francis for his private use. This was the first yacht 
 built in the United States. Others followed the example set by Mr. 
 Centre in inaugurating the noble sport of aquatifcs, which has grown 
 to such vast proportions at the present time. 
 
 The success of the " Seadrift" induced several members of the dis- 
 banded New York club to order row boats from Mr. Francis for their 
 private use. 
 
 VENETIAN GONDOLA. 
 
 It was about this time that Mr. Francis built the first Venetian 
 Gondola in the United States. She was twenty-seven feet in length and 
 five feet in width, and in every particular an exact counterpart of that 
 well-known craft used in Venice, the model being furnished by the late 
 Gen. John A. Dix. She was finished, upholstered and furnished in the 
 most gorgeous manner. Silk and satin of gorgeous colors inside, with 
 heavy cloth canopy amidships. She was propelled by one man, the 
 ''Gondolier," who stood in the stern. For some years she was in use on 
 the north river, at Striker's bay, Bloomingdale, and then transferred to 
 the lake then in greenwood cemetery. 
 
 Without doubt many now living remember having seen her cruising 
 on the Hudson. She was lighted by an astral lamp, and when freighted 
 with ladies and gentlemen on a pleasant evening was an object of peculiar 
 interest. At that time the Life-boat factory of Mr. Francis was at 
 Striker's Bay, New York. 
 
 PORTABLE SCREW BOATS. 
 
 This novel and curiously constructed boat was also invented by Mr. 
 Francis. She was built in sections and fastened by screws in such a man- 
 ner that she could be taken apart or put together in a few minutes by an 
 inexperienced person, and could be stowed away in reserve to be used in 
 case of accident to ships at sea. 
 
 MOULDED BOATS. 
 
 Mr. Francis followed the above with the invention and manufacture of 
 the Moulded Boats. So called from their being built over a frame or mould 
 giving the form of the boat required. They were planked with strips of 
 cedar, one inch square and nailed edge to edge, showing no nail heads 
 or seams and requiring no caulking. The advantages gained by this 
 method were simplicity of construction, great strength, durability and 
 neatness of finish. These boats came into general use. 
 
HIS'rORt 01? LIFE-SAVING APPLIANCES; 11 
 
 Lord John Hay, commanding the British frigate, Warspite while 
 waiting in New York harbor for the completion of the Ash burton treaty, 
 ordered a barge to be built on this moulded system, and paid personal 
 attention to her building by making daily visits to the factory. 
 
 These brief descriptions liave been introduced at this point to show 
 some of the different kinds of Life-boats, of his own invention, that 
 were being manufactured by Mr. Francis. 
 
 The following article, published in a Philadelphia paper in June, 
 1837, gives the estimation in which the Life-boats invented and built by 
 him were held : 
 
 "A NEW LIFE-BOAT." 
 
 " We derived sincere pleasure yesterday in examining the model of a new 
 invention of the highest importance to the interests of humanity, at the Merchants 
 Exchange. We refer to the ' Hydrogen Life-boat,' invented and built by Mr. Joseph 
 Francis, of New York, on an entirely new principle, the whole being fitted up with 
 copper air tubes, which keep her afloat ; and in the event of her going alongside of 
 a wreck, and the persons in the sea being too numerous to be received on board, 
 there are looped Life-lines, or ropes, so affixed, that thirty or forty people might hold 
 on to the sides. A certificate signed by four reputable shipowners of New York, says 
 that, 'in testing her capacities, attempts were made to sink her by bailing water into 
 her, but the water ran out of the plug holes as fast as it could be bailed in. Numer- 
 ous other expedients were resorted to to fill her, but in vain.' " 
 
 " As a last experiment she was suspended bows down to the yard arm of the 
 brig Madison, and suddenly cut loose, many thinking she could not stand this ordeal, 
 but with her heavy balance keel, and the whole weight of the boat, she sunk only 
 two feet in the water, and falling over came to her right position. One of the boats 
 twenty-three feet long will be tested this day at twelve o'clock, off Girard's wharf, 
 and we have little doubt that the interesting trial will be witnessed by a large number 
 of our fellow citizens. This Life-boat may be termed one of the most valuable in- 
 ventions of modern times." 
 
 The following is the ofBcial report of the experiments above 
 spoken of. 
 
 "The undersigned have examined Francis' Life-boat, and witnessed the follow- 
 ing experiments : attempts were made to sink her by pumping with the power of 
 two fire engines but it ran out of the holes in her bottom as fast as pumped in. She 
 was suspended endwise to the yard arm of the brig Madison, and suddenly cut loose, 
 but she sunk only two feet into the water, and falling over, came to her right 
 position." 
 
 " The uses of the boats are invaluable in boarding vessels in distress; in giving 
 men confidence in boarding vessels; in saving men falling overboard; in taking out 
 anchors in heavy seas; in giving aid to wrecked vessels, &c., &c. 
 
 (Signed,) HENRY HOLDRIDGE Shipmaster. 
 
 HENRY GRINNELL, Merchant. 
 WALTER BULK LEY, Shipmaster. 
 CHARLES WARE, Merchant." 
 
 The following incident that occurred shortly after, is thus officially 
 reported, in relation to a wreck occurring near Boston harbor. 
 
 " I went down to the wreck in my Life-boat, built by Mr. Francis, of New York, 
 had six oars and two sitters in the stern. On my return to the city, I was overtaken 
 by a violent tempest, during which I discovered a sail-boat in a dangerous situation 
 and unmanageable. I proceeded to her and rescued seven boys from a watery grave 
 
12 HISTORY OP LIFE-SAVING APPLIANCES. 
 
 and took them on board the cutter Hamilton. I could not have accomplished this 
 with any other boat belonging to the vessel. Owing to the buoyancy of this Life-boat, 
 I was enabled to land a few weeks since, four tons dead weight to Boston light house ! 
 The most remarkable fact in regard to this boat, is that which occurred in the bay of 
 Fundy. I had a severe gale, and while lying to in a heavy sea, I carried away my 
 cranes and of course my Life-boat. The next day, after the gale abated, on my re- 
 turn down the bay, I picked the boat up and found everything in her; the plugs were 
 taken out on the commencement of the gale in consequence of her shipping much 
 water. I know of no ordinary boat that will do all this, and therefore consider Mr. 
 Francis' Life-boat a very great improvement." 
 
 (Signed.) JOSIAH STURGIS, 
 
 Commanding U. S. Revenue Cutter Hamilton." 
 Boston, December loth, 1839." * 
 
 ANCHOR LAUNCH. 
 
 The " Life and Anchor Launch " was first introduced by Mr. Francis, 
 after his securing the patent for it in 1838. This launch was successfully 
 used for the purpose of taking out anchors in rough and stormy weather, 
 to relieve vessels when ashore. The old and common method of using the 
 long-boat for that purpose was at times impossible, and at best, a dan- 
 gerous and laborious task. It required a boat of great buoyancy to 
 overcome the power necessary in lifting heavy anchors. Capt. Eobinson 
 of the packet ship Duchesse d'Orleans, ordered one to be constructed. 
 
 This Launch was testod in the harbor of New York, before being 
 delivered, with the following result: the launch was fourteen- oared, thirty- 
 two feet in length, hcvou feet six inches beam, and three feet deep. The 
 first test given was to endeavor to sink her, which was found to be practi- 
 cally impossible. WhcMi the anchor of the ship Charlemagne was 
 dropped into the muddy bottom, ropes having previously been attached 
 to the ring and a fiuke of tlie anchor, it was hoisted by five men under 
 the bottom of the launch, which was then rowed into deep water, the 
 anchor dropped, and again picked up with great ease by the five men, 
 who alone manned the launch. 
 
 In the records of the Patent Office at Washington, twenty years 
 after this invention was patented by Mr. Francis, it is referred to as em- 
 bodying some of the principles of the Life-car invented by him the same 
 year, 1888. This n 'corded refi >r( "iiec' will appear in full in its proper place. 
 
 DOUBLE OR REVERSED BOTTOM LIFE-BOATS. 
 
 This invention of Mr. Francis is different from any other. The bilge 
 of the boat on each side is laid below the line of the keel, so that she 
 rests mainly upon the two bilges. Strong and large air chambers are 
 placed inside m the two bilges, thus raising the keel nearly to the level 
 of the water, when the bottom of the boat becomes brolien, or the valves 
 open. This double bottom or bilge gives great stability and buoyancy, 
 so that it is nearly impossible to overturn or sink her. The water inside 
 finds an outlet through the ingenious contrivance the self-acting valves 
 In addition to the bilge air chambers, there are two others called re- 
 volving trip cylinders above and between the gunwale line in the bow 
 and stern. The Havre line of packets, and many others carried these 
 Life- boats, and they were found to be very efficient in boardino- vessels at 
 sea, and saving life from shipwreck. ° 
 
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HISTORY OF LIFE-SAVING APPLIANCES. 13 
 
 Of the vast number of wooden Life-boats furnished to the govern- 
 ment and mercantile marine, all gave satisfaction, and by saving a great 
 number of lives at sea, inspired confidence. Still it was evident that a 
 boat built of wood could not stand concussion against a ship at sea, a 
 wreck on shore or a rocky coast. 
 
 In 1838 Mr. Francis conceived the idea of creating some kind of in- 
 closed or covered vessel, by which to land people from a wreck, through 
 a heavy surf in a storm, and having made the drawings and detailed 
 plans for his Life-car, intended to construct it as soon as otlier engage- 
 ments would permit. 
 
 Previous to this time he had furnished all thci sailing packets of 
 Bolton, Fox & Livingston, the european lines, and many other ships 
 with his wooden Life-boats, so that there were hundreds of them in use, 
 being largely called into service in the boarding of wrecks at sea, in 
 which they were very successful. The newspapers of that period teemed 
 with the exploits which were performed by them at sea, many of them 
 thrilling as well as interesting, but in this condensed history there is not 
 space to record them ; it is proper, however, to give the following ex 
 tracts from the log-book of the " Ship Khone," published in the New 
 YorTi Courier and Enquirer" under the marine heading : 
 
 " Ship Rhone, Capt. Watton, thirty-seven days from Havre, with 
 merchandise to Bolton, Fox & Livingston, Nov. 22, blowing heavy, took 
 captain, mate, and ten men from British bark, Bolinda, of Troon, Scotland, 
 Capt. McNicol, bound for Malta. The Bolinda, 17th of November, while 
 lying to in a heavy gale, was boarded by a heavy sea on her starboard bow, 
 which carried away the bowsprit, foremast and maintopmast, swept deck 
 of binnacle, both boats, stanchions, spars, etc. ; four men washed overboard ; 
 from that time up to the twenty-second, continuous gales, the bark unman- 
 ageable ; sea making a continual break over her ; was sinking and must 
 have foundered soon after we left; no boat could lay alongside a 
 moment ; would be stove ; men were obliged to jump into the Life-boat 
 as she rose on the top of the sea ; succeeded in taking all the men off the 
 wreck in two boat- loads ; no other kind of a boat could live." 
 
 Capt. Watton speaks highly of the Francis Life-boat, and says, 
 " She was stove by the sea in getting her out, but owing to her buoyant 
 properties it made no difference, none of the men refused to go in her 
 when told her bottom was stove in, but rowed a mile to windward in a 
 gale, with a hole stove in her 'bottom^ 
 
 Shortly after the above record appeard, as Mr. Francis was walking 
 down Wall street one day, he met Mr. Fox, of the firm of Bolton, Fox & 
 Lixingston ; Mr. Fox said, " go down to the dock with me, the captain 
 of the Bolinda has been walking the dock for a week and says he will 
 not leave to go home to Scotland until he has seen the man who made the 
 Life- boat which saved his life, come." As soon as Mr. Francis appeared 
 upon the wharf, the captain threw both arms around his neck, and said, 
 "Thank God ! I have found at last the saver of my life 1 Your Life- 
 boat took me and my men off when the ship was sinking, and in a 
 terrible storm, and only to think, the 1)001 had a hole stove in her too ! 
 My life, and all I have in the world is yours ! Say what can I do 
 for you? " 
 
 Next to the Life-boat, the mate of the Ship Rhone deserves the credit 
 of saving the lives of the captain and crew of the ship Bolinda, and yet 
 Capt. Watton received the gold medal from Queen Victoria, instead of 
 the inventor of the Life-boat, or the mate, through whose personal efforts 
 she was sent to the rescue of the drowning captain and crew. 
 
14 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 Shortly after Mr. Francis was favored with the following voluntary 
 testimonial, from Capt. McNicol. 
 
 * 
 
 " I, Daniel McNicol, late master of the British Bark Bolinda, was taken from the 
 wreck of said bark, on the Atlantic Ocean, in a severe gale of wind, on the 22d day 
 of November, 1840, by the Life-boat sent to the wreck from the Havre Packetship, 
 Rhone, Capt. AVatton. T/ie lives of my crew were providentially saved by the same 
 means. The boat was of that kind called " Francis Life-boat," and I am satisfied that 
 no boat of any other description could have been of the least service to us on this perilous 
 occasion. (Signed,) DANIEL McNICOL." 
 
 " City and County of New York, ss. 
 
 I certify that on the 6th day of January, 1841, befofe me came Daniel McNicol, 
 who, being by me duly sworn, did depose and say, that the statements contained in 
 the foregoing certificate are true. 
 
 (Signed,) GEORGE B. KISSAM, 
 
 Commissioner of Deeds." 
 
 The following official letter was received in relation to the foregoing : 
 
 " Her Brittanic Majesty's Consulate, New York, Dec. 29th, 1844. 
 
 Sir: Capt. Daniel McNicol, of the British bark Bolinda, of Troon, his mate, 
 and remainder of the crew, in all eleven, reached my office this morning with expres- 
 sions of gratitude becoming men so providentially rescued from suffering and death, 
 by your having discovered their perilous situation; previous to your bearing to them 
 their misery had been greatly aggravated by having observed two vessels passing 
 within their view. To you, sir, it must have aff'orded high gratification, that in con- 
 sequence of your having one of Francis' Life-boats on board you were enabled to 
 save the lives of these men, as from the state of the wreck the Bolinda could not have 
 held together during the gale, and, in the judgement of Capt. McNicol, no other than 
 a Life-boat could have rescued himself and his crew from the impending death. 
 
 I am, sir, your obedient servant, 
 
 J. BUCHANAN." 
 " lo JAMES A. WATTON, Esq., commander of the packet-ship Rhone, New York," 
 
 The following is copied from the Sundai/ Homing News, 1838 : 
 
 " FRANCIS LIFE-BOAT 
 
 Invented in 1816, and used as Life -pleasure-boats. Improved in 1837 with cop- 
 per cylinders, and brought into general use by the packet-ships and steamboats of 
 New York. 
 
 T^ 1!^'''^},°^^ fourteen-oared Life-launch, built for the new packet-ship 'La 
 Duchesse d Orleans." ^ 
 
 ''The undersigned respectfully gives notice, that the following experiment 
 was made, with a newly invented Life-launch built for him by Mr Francis The 
 anchor of the packet-ship Charlemagne was let go from the bow and sank in a muddy 
 bottom; when the buoy rope was taken to the boat, it was hoisted up under the 
 bottom with much ease; the stock was then taken up which brought the anchor 
 close up o the bottom of the launch. She was then floated round with much faciht? 
 and was found to draw only ten mches more water with the anchor attached The 
 anchor weighs seventeen hundred pounds, which together with the chain cannot be 
 estimated at less than twenty hundred pounds, besides the men. The undersigned 
 IS of the opinion, (as far as his experience goes), that there is a decided advantale in 
 the new method over the old, in carrying out and weighing an anchor tndenenden^ 
 to the safety of passengers and crew in cases of emergency. Thegene7a\ iSc encv 
 of the commonlongboatfor that service, or any other, is well-known to sear^en The 
 
HISTORY OF LIFE-SAVING APPLIANCES. 15 
 
 Life-boat is carried between the main and mizzen masts, on a frame similar to the way 
 whaleships carry their spare boats, and is always ready for service. The dimensions 
 of the Life-launch are thirty-two feet in length, seven and one-half feet in breadth, 
 and three and one-half feet in depth. Mr. Francis estimates that her copper cylin- 
 ders contain 11,302 square inches of hydrogen gas, which will sustain 5,050 pounds, 
 that she will support the weight of three hundred persons, and will carry seventy- 
 five persons inside witVi a hole stove in her bottotn. The undersigned invites owners 
 and masters of vessels, underwriters and the public in general, to examine her on 
 board the ship lying at old slip. 
 
 (Signed,) ' HENRY ROBINSON, Captain. 
 
 An amusing incident occurred in connection with the delivery of a 
 Life Quarter-boat that had been ordered for the U. S. Brig Washington, 
 Capt. Gedney, attached to the coast survey. The captain had expressed 
 his determination to proceed up the North River, opposite the Factory 
 of Mr. Francis, at Stryker's Bay, foot of 96th street, laughingly saying, 
 that " as no vessel of war had been so far up the North River since the 
 Revolution, that he should fire a salute on his arrival." This did not 
 seem so much out of place, as the house in which Mr. Francis lived had 
 at one time been the head-quarters of General Washington during the 
 revolutionary war ; a fact with which Capt. Gedney was familiar. Mr. 
 Francis answered that if he did, he should return it. The day was ap- 
 pointed for the delivery and reception of the boat. Mr. Francis having 
 no piece of ordnance with which to return the salute, manufactured from 
 a log of wood, what closely resembled a cannon, and painting it black, 
 mounted it on a high bluff, pointed to the river. He had provided 
 himself with some very large torpedoes, and awaited the arrival of the 
 brig. Sure enough, on her arrival, the promised salute was fired. Mr. 
 Francis successively placing the torpedoes over what should have been 
 the mouth of his wooden cannon returned the salute. Quite a crowd 
 had collected. On the arrival of the officers on shore they complimented 
 Mr. Francis on the character of his salute and wished to see the gun. 
 Their astonishment at seeing only a block of wood, and the merriment 
 that followed the discovery that it was a " quaker gun," can better be 
 imagined than described, 
 
 KEPOET OF COMMITTEE OF AMEBIOAJST INSTITUTE. 
 
 The undersigned committee, appointed by the American Institute for 
 testing the utility of Mr. Joseph Francis' Life-boat by an experiment 
 made on the Hudson river, on the 14th of September, 1839, beg leave 
 respectfully to report : 
 
 Extract from Report. 
 
 " In a former part of this report your committee were compelled to state the 
 dead weight the Francis Life-boat was calculated to sustain, from computation. 
 They now have the satisfaction of stating from a subsequent experiment and ocular 
 demonstration, that the boats fully sustained the weight there put down, to wit : the 
 largest boat built to order for a U. S. revenue cutter, with stationary trip cylinders, 
 will sustain 3500 pounds dead weight, equal to 130 persons in and around her, and 
 the small boat before alluded to 320 pounds. Your committee look upon this as a 
 decided improvement, particularly for naval purposes, as if by a shot one or two sec- 
 tions on both sides of the boat are perforated, sufficient buoyancy will be left to 
 sustain all that may be required for boarding or any exigency, while the men are 
 inside and the apertures are open, allowing a full flow of water in and out of the boat, 
 the oarsmen propel the boat with nearly the same velocity as though she was tight." 
 
16 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 " In conclusion, your committee recommend, for they consider the cause of 
 humanity demands that every packet whose business is to transport passengers 
 whether propelled by steam or canvass, should be provided with one or more of 
 Francis' Life-boats, the more certainly and effectually to preserve human life in case 
 of shipwreck or other accident. All of which is respectfully submitted. 
 (Signed,^ JOSEPH COWDIN, Chairman, Merchant. 
 
 ISAAC WEBB, Ship builder, firm of Webb & Allen. 
 
 F. W. MOORES, U. S.Navy. 
 
 JAMES HASKIN, R. N. Com. Steamship Great ■\Vestern. 
 
 H. L SANDS, formerly of U. S. Navy. 
 
 JAMES ROGERS, Past. Com. I,iverpool Packets. 
 
 C. WOODRUFF, President Board of Improvements, La. 
 
 JOSEPH CUR'l'IS, Machinist. 
 
 F. B. WAKEMAN, Cor. Sec. American Institute." 
 
 The above report having been read and discussed, was unanimously 
 adopted by the managers of the American institute, Oct. 15th, 18B9. _ 
 
 So much notoriety liad been gained by the Francis Life-boats m 
 saving human life, that the attention of the U. S. government was attract- 
 ed to it and the following order was issued. 
 
 "Washington City, November loth, 1840." 
 
 " Entertaining a favorable opinion of Francis' Life-boats, and believing them to 
 
 be peculiarlv adapted to the discharge of the duties assigned to officers of the revenue 
 
 establishment, I have concluded to authorize one for each of the cutters embraced in 
 
 the enclosed list. (Here follow the the names of all the cutters in the United States.)" 
 
 (Signed.) LEVI WOODBURY, Sec'y Treasury, U. S. 
 
 This order was shortly followed by another ordering all goverment 
 vessels and men-of-war to be provided with Francis'' Life-boats. After 
 the execution of these orders, records of their valuable services in saving 
 human life and of their superiority over any boat previously built were 
 of almost daily occurence. The following are samples of them. 
 
 " In the spring of 1838, I was directed by the honorable secretary of the treas- 
 ury to have a Life-boat built on your plan and by you and to test her capacity as a 
 sea and surf-boat. I did so the following summer to my entire satisfaction and pro- 
 nounce her to be well adapted to live in any sea or surf." 
 
 "In landing once on the outside of Long Island in a very heavy surf, she was 
 run on the beach where there was no shelving but right up and down, and after 
 reaching the shore she was overturned (with ten persons in her.) Her two upper 
 planks on the starboard side were stove and both planks next the keel were ripped nearly 
 off; nevertheless, in this condition %Yie. was pulled through the surf to the brig (the 
 Washington) then about two miles distant." 
 
 THOMAS R GEDNEY, 
 
 Commanding U. S. brig Washington." 
 " To Joseph Francis, Esq." 
 
 " United States revenue cutter, Morris. 
 
 Portland Harbor, Jan'y 15th, 1841. 
 
 Having had occasion repeatedly to make fair trials of the Francis' Life-boat, in 
 almost every variety of situation, I speak of her with unqualified admiration. She 
 has more than realized my highest expectations. A boat was capsized in our outer 
 harbor in a tempest last season, a mile from the cutter and filledj leaving her mast- 
 head out of water with one man cHnging to it in the greatest peril. In the height 
 of the tempest the Life-boat was lowered without having time to stop the play holes in 
 her bottom. In that condition, and notwithstanding the violence of the gale, she 
 was pulled to his aid, and we soon succeeded in saving the man, and raised his boat 
 and cargo. I have much pleasure in informing you that I found my Life-boat of 
 
HISTORY or; LIFE-SAVING APPLIANCES;. 17 
 
 great service during the late disastrous gale in carrying out anchors, warps, &c., and 
 boating property from wrecks, and where the ordinary boat could not live. 
 (Signed) GREEN WALDEN, 
 
 Capt. U. S. Revenue Service." 
 
 Below is appended anoth<n- letter from the same source showing the 
 superiority of these Life-boats for the ordinary necessities of a vessel 
 at sea : 
 
 " United States revenue cutter Morris. 
 
 Portland harbor, Dec. 17th, 1842. 
 
 " The Francis Life-boat has been constantly employed for the last two years, 
 to the entire satisfaction of myself and officers, and many important services have 
 been effectually rendered at times when common boats could not have been em- 
 ployed. OrT the 30th of last month in a violent gale and heavy sea, a brig in a peri- 
 lous position near Portsmouth, N. H.,was compelled to slip an anchor and chain. 
 After unfruitful attempts to weigh them with the brig's long boat the Life-boat was 
 pulled out from the cutter, although lying at some distance. The anchor and chain 
 were weighed with perfect ease, when in consequence of the force of the wind and 
 sea, I am convinced that no other than a Life-boat could ever have reached the brig. 
 
 " On the last of the same mouth I had occasion to carry supplies of provisions 
 and other necessaries to the keeper of the light establishment on Mount Desert rock, 
 and I am certain without her we should not have been enabled to supply the neces- 
 sities of the keeper at that time. Among those necessities was oil. If there had 
 been no oil to light the lamps, who can tell how many vessels would have been 
 wrecked tor want of a light ? (Signed,) GREEN WALDEN, 
 
 Capt. U. S, revenue cutter, Morris." 
 
 It is the desire of Mr. Francis that these pages should chiefly treat 
 of the Life-boat of which he is the inventor in its capacity for saving 
 human life, but it would be doing an injustice to altogether withhold the 
 records of its superiority over any boat previously invented for the 
 general necessities of sea-going vessels. 
 
 The American institute were quick to discern the merits of the Fi-ancis 
 Life-boat, and subjected it to a series of crucial experiments, which are 
 described in their annual report for 1840, as follows : 
 
 KEPORT OK THE AMERICAN INSTITUTE ON FRANCIS LIFE-BOATS, OCT. 1840. 
 
 " The committee of the American institute to whom was referred the examina- 
 tion of Francis' Life-boat, and the witnessing of experiments made at the navy yard, 
 Brooklyn, on the 23d of September, 1840, under the sanction of the honorable, the 
 secretary of the navy, do hereby report : 
 
 "That in obedience to your instructions, your committee attended and witnessed 
 the experiments which were made in presence of the officers of the Institute, the 
 commander of the station, and several officers of the United States navy, together 
 with some of the pilots of this port, army officers from the insular fortresses of the 
 harbor, and commanders of the packet-ships. Your committee, after a careful ex- 
 amination of the boat, are convinced, that no more efficient instrument for the 
 preservation of human life has ever been adopted. That the buoyant principle is 
 most judiciously applied, and combines beauty and economy of space, with capa- 
 bility of great strength, without interfering in the least with the speed, or having 
 reference to the size of the boat. 
 
 Among the principal experiments were the following : 
 
 " First the boat was taken into deep water where two men in vain attempted to 
 capsize her, the water running over the gunwales {held down by the weight of the men) 
 went out by the open plug holes in the bottom so as to keep the boat comparatively free 
 
18 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 of water and the men in her perfectly safe. This boat pulled with great ease with the 
 plugs all out. The grip cylinders being put in, a second experiment was made, suffi- 
 cient force being used to turn the boat bottom upwards, she righted of her own 
 accord and could not be made to remain otherwise, though the attempt was frequently 
 made to keep her so. 
 
 "In the third experiment the boat was hoisted up to a stern davit of the Inde- 
 isendence, seventy-four, and let go by the run, end foremost. The plunge partially 
 buried her but she came up beautifully, clearing herself of water in fourteen seconds 
 of time. This was repeated with like results five or six different times, and is owing 
 to her construction alone, as there is no ballast on her keel. 
 
 " Experiments were made with a boat eight feet long, called a man-overboard 
 boat of the same construction, which were equally successful. She waslet go from the 
 stern davit of the seventy-four with a person in her secured to her thwarts by life-lines, 
 the boat came up and cleared herself of water as in the former experiments. The 
 man in her took his oars, and rowed out to the relief of a person in the water, 
 who for the purpose of contrast had been sent to upset an ordinary ship's boat which 
 he had in vain endeavored to reach the shore with. The two men dipped the bow, 
 sides and stern of this eight-foot boat so that the water would come over into her, 
 but running out through the holes in the bottom, as fast as it came in, they were of 
 course perfectly safe, and to all appearances would have been so with thrice their 
 weight in the boat. 
 
 " One of the experiments with this little boat proved conclusively, that if the 
 boats upon this principle get damaged by accidentally striking the side of a ship or 
 otherwise, their utility for saving life is in no wise affected by such an accident if the 
 air chambers remain uninjured. In this instance the boat was hoisted to such a 
 height, that the concussion in striking the water stove in the bow from the gunwale to 
 the broad streak, yet she came up, freed herself and lay upon the water as if no acci- 
 dent had happened, indeed, so little difference did it make, that she was used after- 
 wards as before the accident. It is evident to all that had such a thing happened to 
 an ordinary boat, it must have rendered her utterly useless. 
 
 " Your committee by the foregoing experiments and the abundant testimony 
 afforded by persons who have had the Francis Life-boat in use and tested their effi- 
 cacy in a heavy sea, where, as they assert ' no other boat could possibly live,' feel 
 convinced and satisfied of the practical utility of the invention. 
 
 " Your committee believe the Francis Life-boat to be as essential to our vessels 
 of war as the surgical instruments and medicines, and that by their adoption into the 
 navy they will have a sanction which will greatly extend their sphere of usefulness 
 (Signed,) GEO. C. De KAY, Chairman of Committee, 
 
 JOSEPH WOOD, Secretary of Committee." 
 
 "At a meeting of the board of managers of the American Institute held at iNcw 
 York on the 17th of October, 1840, the following resolutions were unanimouslv 
 adopted . ■' 
 
 " Resolved, That the accompanying report of the committee on Life-boats be 
 and IS hereby approved and accepted. ' 
 
 ''Resolved, That before the same is filed it shall be submitted bv the chairman 
 of the committee to such officers of the navy as witnessed the experiments, and t ha 
 their opinion be appended to the report. ' 
 
 ''Resolved That a copy of the report with these resolutions be forwarded to the 
 heads of departments mentioned in the report, and that a coov he l\.^^ZTJZ. 
 the inventor Mr. Joseph Francis for his own use." ^^ ^^^^^^ to 
 
 ^^'^""'^'^ f I-^tI^^^^^N' ^'^^'™^" of Managers, 
 
 J. ti. HIDE, Secretary of Managers." 
 
 " As a party to and eye-witness of the experiments of Francis' T ,-f» k^.. a 
 under my directions at the navy yard, Brooklyn", on the^ad SepTemler:'^^^^: 
 
lilSTOKY OF LIFE-SAVING APPLIANCES. 19 
 
 no hesitation in declaring the annexed account of the committee of the American 
 Institute describing the experiments, to be correct and in all respects according with 
 my own observations. 
 
 (Signed,) J. RENSHAW, Commandant." 
 
 " We concur in the above. 
 
 (Signed,) FRANCIS H. GREGORY, Capt. U. S. Navy, 
 
 H. PAULDING, Com. in U. S. Navy, 
 BENJ. PAGE, Com. U. S. Navy, 
 E. PECK, Lieut. U. S. Navy and ist Lieut. Yard. 
 B. SHEPPARD, Lieut, of the Ordinary, 
 JOHN GALLAGHER, Capt. U. S. Ship North Carolina, 
 J. THOMAS NEWTON, Capt. U.S. steam frigate Fulton. 
 JOSHUA R. SANDS, Commander U. S. Navy." 
 The report having been submitted to such officers of the United States navy as 
 were present at the time the experiments were made, and whose names appear above, 
 I have the honor to return the same, that it may be filed in conformity with the 
 resolutionsof the 17th inst. (Signed,) GEO. C De KAY. 
 
 Chairman of the Committee. 
 
 The following is ilie record of one of the first Francis Life-boats ex- 
 hibited at the institute : 
 
 " Sloop of war, Colorado, New York, January loth, 1841. 
 " The premium Francis Life-boat of the American institute, which I have on 
 board, has already proved herself highly useful by preserving the lives of five officers 
 and two seamen of the Colorado, who were exposed in her for many hours, surround- 
 ed by ice, in the harbor of New York, on that bitter day the first of the present 
 month. Had they been in any other than a Francis Life-boat, they would doubtless 
 have perished by the swamping of the boat. 
 
 " It is useless for me to say how much I am in favor of Francis Life-boats for 
 every vessel that floats. The fact of ordering a full supply for the service of the 
 Texas governmerlt, will prove how highly they stand in my estimation. 
 I am, very respectfully, your obedient servant, 
 (Signed), E. W. MOORE, 
 
 Captain commanding Texan navy." 
 
 After the government had ordered that all vessels of war should be 
 provided with Francis' Life-boats the chamber of commerce of New York 
 took the following action : 
 
 " Chamber of commerce of New York, March 2d, 1841. 
 
 " The following report was received and approved and ordered to be entered on 
 the minutes : 
 
 " The committee of the chamber of commerce to whom was referred the 
 memorial of Joseph Francis, asking for an examination into the merits of his new 
 improvement in a boat called 'The Great American Life-boat,' respectfully report: 
 
 " That they have examined original documents containing highly satisfactory 
 testimonials of the opinions entertained of these Life-boats, after having been sub- 
 mitted to the test of experiments, and have also made diligent inquiry of the ship- 
 masters, who have been enabled from practical experience to judge of the nature of 
 this improvement. Your committee accordingly beg leave to recommend the 
 adoption of the following resolutions : 
 
 " Resolved, That the chamber of commerce of New York convinced of the 
 great importance and practical utility of ' Francis' improved American Life-boat,' as 
 an essential, if not indispensable auxiliary to our mercantile marine, cheerfully 
 recommend the employment of these boats to all parties concerned in the naviga- 
 tion of this port. 
 
 " Resolved, That a copy of this report be sent to Mr. Francis, the author of 
 
20 HISTOKY OF LIFE-SAVING APPLIANCES. 
 
 this improvement, with the thanks of the chamber for his successful efforts in aid, 
 not only of the shipping interest in general, but of the cause of humanity. 
 
 Respectfully submitted, 
 (Signed,) JA.S. D. P. OGDEN, 
 
 Chairman." 
 " Mk. Joseph Francis: 
 
 Sir: — I have great pleasure in transmitting to you the annexed extract of the 
 minutes of the chamber of commeice of the 2d inst. 
 
 And remain respectfully your obedient servant, 
 (Signed,) EDWARD A. B. GAVES, Secretary." 
 
 The recommendation thus macln by tlie chaiyber of commerce to the 
 mercantile marine for the adoption of Francis' Life- boats on all sea- going- 
 vessels was acted on with alacrity by all the leading shipmasters, so that 
 in a short time there were few vessels that sailed from New York without 
 one or more of Fiancis' Life-boats on board. The reports of their exploits 
 in saving life would fill a volume, but two orthn-e reports are here given; 
 
 "Extract from the log-book of the Texan sloop-of-war, Austin, Octo- 
 ber 17th, 1840: 
 
 "Sailed from Vera Cruz, on the 29fch of September, the Mexican brig 
 Segunda Kama. On the 2d inst., in sight of the bar, she was suddenly 
 attacked by a violent gale of wind, whicli drove her on a reef of rocks 
 foLir miles to the northward of Lobos island, where, far from being able to 
 get oft", those on board had lost all hope of saving their own lives ; the 
 vessel lay a wreck, th(^ waves beating over her, biigedfull of water, and all 
 on board in the greatest consternation. On the morning of the 3d inst. 
 the clouds cleared away and they discovered at anchor, under the lee of 
 the island, the sloop-of-wai-, a signal of disti'ess was immediately made, 
 and her commander responded by launching all his boats, of which only 
 one succeeded in reaching the wreck ; this boat was one of ' Francis' Life- 
 boats' of New York, whicli from its buoyancy and peculiar construction 
 was enabled, in a heavy gale, to pull against a liead sea and strong cur- 
 rent. In her ]iasi-ag(' to the wreck she was compelled tovialce, or cut her 
 way, across two rural reefs, on which the sea way breaking with tremen- 
 dous violence. The boatsaved with tlie greatest ease twenty-six persons, 
 which composed her oflicers, I'rcw and passengers. Ariived at Tampico, 
 and the captain of the Segunda Fama, (Don Pablo Alcedou), forwarded 
 information to the commandant general of the ciicumstances attending 
 the wreck. ' '^ 
 
 " Mr Joseph Francs, " Liverpool, June 19th, 1842. 
 
 " [^^'^K Sir :— My ship having been furnished with one of your improved Life- 
 occ ,rr d ^tThilZ f "'V°i "'^'^ T ^-q--^^d with a fact in reference lo her which 
 the L vernno Hft '" '^■'""^ ^T' ^" '^'^ '^'^ °^ '^'^' "1°"'^ whilst lying in 
 the s^ane^^fron.'?hr''r'??, °'\^°^"^ passengers and freight, the skid supporting 
 laborerf Sodre r .Vf. "J"'" '^'^ ^"'° '^"' ^^"'^'^' Precipitating all the passengers, 
 SX's ouf he ^;^P 'T T'\''- ^^''^" ^^-^f^-^>03t was lying on the deck tith 
 
 orXfmt'i^cSr gin i^ t:Ty SiS' hefS^h' ^'' '''J '''f °^ "° 
 
 r's-ua^irsThf s£ '-' ^rf^^-^^y^^^r::^Jr:zz:i 
 
 1 nc situation ot the ship was such that no boat could get to them in timP h.,t bv 
 capacity to bear great weight and keep rightside up // h alone owing that the 
 
HISTORY OF LIFE-SAVINO APPLIANCES. 21 
 
 lives were saved, and 1 consider her cost as amply paid to us by her saving so many 
 lives on that day. The boat is on the plan last constructed and is only sixteen feet 
 long. Yqur obedient servant, 
 
 (Signed,) RICHARD SILL, 
 
 Captain of ship Echo." 
 
 The record of lives saved by these Life-boats is so voluminous that 
 it is difficult even to make a selection, but one more will be added at 
 present. 
 Extract from a letter from the captain of tJie steamer Clarion,, recently 
 
 lost on the north east coast of Cuba, to the inventor of Francis^ 
 
 Life-boat. 
 
 " The sea would make a fair breach over the Life-boat, still she would be buoy- 
 ant, although part of the holes to let the water out of the bottom were stopped. A 
 man was lowered into the boat to open all the holes, and notwithstanding almost 
 every sea swept over her from end to end, she immediately would free herself and sit 
 like a duck on the water. In this instance none but a ' Life-boat' could have gone 
 from the wreck to the sloop. After getting baggage and stores on board the sloop, 
 found her too small to take the whole crew, consequently four stopped behind on the 
 wreck, among whom was ?iiy son, considering his life more safe on Ihe wreck with the 
 ^ Life boat to depend on to get on shore than he would have been on the crowded sloop. 
 Many other feats were made with the 'Life-boat' that would have been madness 
 to attempt with any ordinary boat. Fifteen lives were saved. 
 
 (Signed,) ' J.H.WILLIAMS, 
 
 Capt. of steamer Clarion." 
 
 At the fifteenth annual fair of the American institute in New York, 
 it was announced that an experiment would be made to test the strength 
 of a new submarine explosive, and that the brig Voltahad been purchas- 
 ed upon which to test its strength. Mr. Francis on hearing of the in- 
 tended experiment, suggested tJhat one of his Life-boats should be but on 
 board to see what effect the explosion would have upon it. The follow- 
 ing official document will show the result : 
 
 " Committee room of the managers of the American institute, Niblo's garden, New 
 
 York, October z5th, 1842." 
 " We the nautical committee appointed by the managers of the fifteenth annual 
 fair to make experiments at castle garden, hereby report: That a ' Francis Life-boat ' 
 was attached by one of the committee to the brig Volia, 260 tons, to test the power 
 of said Life-boat in resisting external force 
 
 " The Life-boat was blown high into the air by the explosion of the sub-marine 
 battery which shattered the brig into atoms, but the, Z«/<?-(5w?/ came down apparently 
 without damage, adding another to the numerous proofs already before the institute 
 of the great importance and value of this humane invention. 
 
 " The same Life-boat was manned immediately, and rcwed aroundt he vessels in 
 the harbor with as much safety to the oarsmen as if the experiment had not been 
 made with her. The same is respectfully submitted. 
 
 (Signed,) GEORGE C. De KAY, Chairman of the committee, 
 
 MARTIN E. THOMSON, 
 GEORGE F. BARNARD, 
 JOSEPH COWDIN." 
 
 After the above successful experiment Mr. Francis addressed a letter 
 to the mayor asking permission to place the self-same Life-boat under 
 the jet of the fountain in city hall park, to be subjected to the continued 
 force of the dropping waters for several days, on the principle that, " the 
 continual dropping of water will wear away a stone." This would be as 
 
22 ntStORT OF LIFE-SAVING APPLIANCES. 
 
 severe a test, as the already severely handled Life- boat could be subject- 
 ed to. The following from the mayor will show the result : 
 
 " New York, November 9th, 1842. 
 
 "An application was made to me on the 19th of October for permission to place 
 One of Francis' Life-boats under the fountain in the park in New York, to test her 
 buoyancy. My consent was given, and the boat remained under the main jet so as 
 to receive the full force and fall of water for nineteen days, from which she did not 
 receive the slightest injury, nor was her buoyant power affected, but the boat was 
 afterwards manned and rowed as before, with the valves in the bottom open. 
 
 (Signed,) ROBERT MORRIS, Mayor of the city of New York." 
 
 During the four years preceeding, the " Francis' Life-boat had been 
 tested in actual service, and by experiment, as follows : 
 
 Manned and thrown from the deck of a steamboat while under way, 
 dropped endwise from the stern of a seventy-four ; loaded with iron and 
 stone, with tJie bottom stove in ; turned by force upside down and resist- 
 ing the efforts of fifteen men to keep her so ; upset by passengers, and 
 receiving them again inside and freeing herself from water ; bottom 
 stove in, by landing on a rocky shore and then rowed out to sea ; land- 
 ing in a surf, when all other boats swamped ; taking crew and passengers 
 from a wreck in a storm at sea, with the bows stove in and plugs out, sav- 
 ing eleven lives ; boarding a wreck with the bottom broken open ; leaving 
 a sinking wreck with all the passengers, and the sea breaking from end 
 to end, saving fifteen lives ; making way across a coral reef to a wreck, 
 and bringing off twenty-six passengers, leaving the ordinary boats 
 swamped ; thrown from the deck of a ship endwise and saving twenty- 
 one persons; sides and bows broken through and bottom stove in, and 
 rowed in deep water, etc., etc. ; and finally blown up by a sub-marine 
 explosion, and then again manned and rowed as before; with hundreds 
 of other cases, in each of which a great number of lives were saved. 
 
 An incident connected with the delivery of a double or reversed bot- 
 tom Life-boat to the Brooklyn navy yard, may be related here as showing 
 the severe practical tests to which the different kinds of Life-boats, in- 
 vented by Mr. Francis were subjected, sometimes involuntarily : 
 
 Mr. Francis received an order, with others, from the navy depart- 
 ment for a thirty feet man-of-war cutter, to be built on the principle of 
 the double or reversed bottom Life-boat. She was built of oak, and 
 highly polished, having metal air chambers at the bow and stern and in 
 the depressed bilges. Peremptory orders were received from the depart- 
 ment to deliver the Life-boat the first of January, as the frigate was about 
 to sail. The factory of Mr. Francis was then at Striker's bay, at the foot 
 of ninety-sixth street, Forth river. The thermometer was four degrees 
 below zero that morning, and the North river full of floating shefts of 
 ice, drifting rapidly down on an ebb tide, the wind blowing a gale from 
 «?^S?Tf • .^'""rpf ^'^^ volunteered to row the cutter to castll garden, 
 SIX miles distant The men, one of whom was Robert Fish, (at oSe time 
 an apprentice and afterwards a foreman for Mr. Francis, afterwards be- 
 iT3 colH *'l^^r, ^*^ J^^^l^t builder,) hesitated to sta:i-t on account of 
 ice and cold; but they were assured that if the sides of the boat were 
 crushed m, she could not sink, and they could keep froni freezinrby S 
 ercise, and fiirther Mr. Francis said, " neither cold, wind or ice shall pre- 
 
 ill w ' ^''^T'^f tlje "^^y yard, and I am going with you "^ 
 intoihe centre of thp'.Ti °f of Striker's bay with oars and boat-hooks 
 incotne centre ot the river, but the oars could only be used occasionallv 
 the boat hooks being used to steady the boat as^she^4s crowderand 
 
itisf ORt OF LIFE-SAVING ApPLtANOESi 23 
 
 jammed between the floating sheets of ice, sometimes whirling ronnd, 
 end for end, and often lifted by the ice partly out of water. At times 
 the half frozen hands of the men prevented the use of oars and boat- 
 hooks, 80 that the boat was at the mercy of the furious wind, crushing 
 ice, and rapid current, and the men almost perished with the cold. There 
 was no help from the shore and it was impossible for any boat or vessel 
 on the river to offer aid. It was feared the boat might be forced past 
 castle garden down the bay, which would prove fatal ; but a sudden 
 turn of tide drove the boat near enough to castle garden for a line to be 
 thrown from the shore, by which she was drawn into the slip after a 
 struggle of two hours, with the bottom of the boat uninjured. A mes- 
 senger was at once despatched to the Brooklyn navy yard, where the 
 frigate lay, and ten sailors under command of Lieut. W. A. Bartlett ar- 
 rived, who pulled the boat against wind, tide and ice safely to the navy 
 yard. This trip fully tested the strength of the boat. 
 
 A knowledge of the many inventions, improvements and efforts of 
 Mr. Francis intended to furnish means and appliances, to rescue the ship- 
 wrecked on the coast and at sea, commencing in 1812, and the fame of 
 the improved Life-boats in rescuing human life had reached Europe, 
 when the following letter was received by Mr. Francis : 
 
 (Translation.) " Paris, February ist, 1842. 
 
 " Monsieur Builder: I have the honor to address to you this diploma of cor- 
 respondent of the ' general international society.' The supreme council of this great 
 institution, wishing to give you a proof of its esteem and to profit by your knowledge, 
 has admitted you to the number of its members. I am flattered, sir, in being the 
 medium of communication for the society, and to be able to offer you as particular 
 respect, my work, an essay upon the means of safety. 
 
 Your very humble and obedient servant, 
 
 The founder, general director, 
 
 (Signed,) GODDE DE LIONCOURT," 
 
 Mr. Francis was shortly after elected a Benefactor of the above 
 named society, which was under the direct patronage of the king of 
 France, and was composed of all the crowned heads and dignitaries of 
 Europe. The following letter accompanied his diploma : 
 
 (Translation.) " Paris, June ist, 1842. 
 
 "My Dear Sir: I have the honor to address to you this ' diploma of honor,' 
 and solicit your correspondence with the society. The supreme council of this great 
 institution, wishing to give you a proof of esteem, has admitted you the number of 
 the members, and recorded your name among those of the benefactors. I am grati- 
 fied, my dear sir, in being the medium of communication for the society, and to be 
 able to offer )'ou my kind regards. 
 
 Your very humble and obedient servant. 
 
 (Signed,) GODDE DE LIONCOURT, 
 
 To Mr. Joseph Francis, New York, U. S. A. Director-General." 
 
 The European shipwreck society for all nations was established in 
 London in 1835, the following is a letter received by Mr. Francis: 
 
 "the sovereign's patrons, 
 
 [seal.] recompense to the talent." 
 
 " The superior council of the royal and imperial European section for 
 nautical relief in England, is very happy to inform you that it has never seen anything 
 superior nor even equal to the construction of your Life-boat, to add to this tesimony 
 of its approbation, it has been unanimously decided to present you with a Silver Medal 
 of honor. 
 
24 HISTORY OF LIFE-SAVING APPMANCES. 
 
 " The superior administration will forward it to you by the next courier from the 
 
 embassy of America. r i,- i, *„ *<.„„, 
 
 " In conclusion, be pleased to receive the assurance of our highest esteem, 
 .c- „pj >, The President of the Society, 
 
 (Signed,) g.^j^ ^yjg^^^^^ EDWARD WARREN, 
 
 Agent General. Col. 26th ht. 
 
 To Mr. Joseph Francis, LIONCOURl, 
 
 Benefactor of the Imp. Royal European Society. Director-(,enera!. 
 
 The office of the "British section" of the "European shipwreck 
 society for all nations," was in Portman square, London ; the following 
 is a list of its patrons and vice-presidents : 
 
 PATRONS. 
 
 H R. H Prince Albert, H. K. H. The Duchess of Kent, 
 
 H. R. H. The Duke of Sussex. 
 
 IIONOUARY PRESIDENTS. 
 
 The Duke of Sutherland, Earl of Carlisle, 
 
 The Duke of Bedford, Lord Claude Hamalton, 
 
 Marquis of Normandy, Lord Ponsonby, 
 
 Marquis of Clanricarde, Lord Clarence Paget, 
 
 Marquis of Lansdowne, Lord Viscount Canterbury, 
 
 Marquis of Anglesea, Viscount Palmerston, 
 
 Marquis of Bristol, The Rt. Hon. Sir Robt. Peel, 
 
 Earl of Clarendon, Admiral Sir John Beresford, 
 
 Earl of Yarborough, Admiral Sir R. Stopford, 
 
 Earl of Stanhope, Admiral Otway, 
 
 Earl of Aucland, Vice Admiral Bouverie, 
 
 The Royal Yacht Squadron. 
 It will be seen by the above that this board was composed of, and 
 
 represented by, the best men in Great Britain. The following letter waw 
 
 addressed to Mr. Francis by the above branch : 
 
 London, July 4, 1843 
 " Dear Sir : The superior council of the royal English section of the inter- 
 national shipwreck society of France, is very happy to add this testimonial of its 
 approbation, and it has been unanimously decided to present you with a medal of 
 honor'. The superior administration will forward to you by the next courier the 
 medal and diploma. Be pleased to receive the assurance of our highest esteem. 
 
 (Signed,) EDWARD WARREN, V. P." 
 
 " To Joseph Francis, Benefactor of the Imperial Royal European Society." 
 
 Mr. Francis having been appointed by the director-general in Eurojie 
 (the Count Godde de Lioncourt) as the general agent of that society lor 
 the United States, to have his residence in New York, coupled with the 
 request that he would "form a society of the international shipwreck 
 society in the United States," wrote a letter to Commodore Charles G. 
 Ridgely, U. S. navy, requesting him to become president of such a society. 
 The foUowihg characteristic letter is his reply thereto : 
 
 "Baltimore, Aug. 20th, 1843. 
 " Mr. Joseph Francis : 
 
 "Sir: — I have had the honor to receive your communication of the 14th inst., 
 and am highly gratified to learn that the Count Godde de Lioncourt still continues 
 to bestow his labors on that benevolent and humane society of which he is director- 
 general, and by appointing yourself principal general agent of that society, and to 
 have your residence in New York. 
 
tllSTORY OK LIFE-SAVING APPLIANCES. 25 
 
 " You say you ' find in the printed documents my name enrolled as president of 
 the U. S. section, and ask for information for government, if I have taken action in 
 such capacity, and what aid you may hope for from me in establishing the details of 
 the section ? ' and you desire also to know, ' if you can count on my assistance in 
 New York as president, etc.' In replying to all of which I can only say, that at the 
 time I had the honor of having conferred on me the distinguished appointment 
 through Count de Lioncourt, that I was then the first president of the naval lyceum, 
 established by myself and some few brother officers of our navy, in the navy yard, 
 New York, of which I was then in command. That subsequently I was detached 
 from that post to assume command of the U. S. naval forces on the Brazil and Rio 
 de la Plata stations and have not therefore given that attention or had any action in 
 relation to the society as I certainly should have done. You also ask, 'if you may 
 count on my assistance in New York as president of the section of the United States, 
 as the business of the Society will require the residence or attention of the president 
 in New York, for presiding over meetings, signing documents, etc' In reply to this 
 latter part of your communication, I have to inform you, that my government has 
 assigneil me to the command on this station, and that Baltimore is my place of resi- 
 dence ; if, however, you will be kind enough to inform me when you would wish to 
 organize a meeting, and how far [ can be of service, I will be much obliged, and I 
 pray leave to assure you those services are at your command. 
 
 I am, sir, very respectfully yours, 
 (Signed.) CHARLES G. RIDGELY." 
 
 Oil receipt of the above letter, Mr. Francis laid the subject before the 
 members of the American institute, first depositing the documents des- 
 cribing the organization, objects and rules of the parent society in Europe 
 with a list of its patrons, officers, benefactors and members, with Mr. 
 Henry Meigs, for his advice in relation to the best method of proceeding. 
 Mr. Meigs returned the following answer: 
 
 " Joseph Francis, Esq. 
 
 " 1 have examined the documents you have submitted to me on the subject of 
 shipwreck and readily tender to you the advice which you have requested. 
 
 "The great international society of shipwreck, already organized for the eastern 
 world have shown us by their example what to do in organizing the branch for this 
 western world. Their associates are of the highest order of men, ours must be so too. 
 
 " Let a primary meeting be held in this city of the most distinguished men in 
 politics, law, physic, divinity, mechanics, insurance and marine. Such a meeting 
 may be obtained by a circular containing the model addressed to the desired 
 members. 
 
 " The persons attending this primary meeting will then hear you and others in 
 relation to the whole subject, and it for them to decide on the course of action 
 thereafter. I am dear sir, very respectfully, 
 
 Your obedient servant, 
 " New York, August i6th, 1843. H. MEIGS." 
 
 Thereupon a primary or informal meeting was called of the leading 
 members of the American institute which was held in the large hall of 
 the institute, among those present were : 
 
 James Tallmadge, President, Peter Cooper, 
 
 Valentine Mott, M. D. Adoniram Chandler, 
 
 James D, P. Ogden, Rev. Thomas H. Skinner, 
 
 Jeremiah Johnson, " Gardiner Spring, 
 
 Robert H. Morris, " Orville Dewey, 
 
 Charles W. Sanford, " Thomas De Witt, 
 
 Rev. 0. C. Chouls, 
 and many other prominent gentlemen of the city and state. The object 
 of the meeting was stated by General Tallmadge and Joseph Francis. 
 
26 rriSTORY of life-saving appliances. 
 
 Mr. Francis proposed that a branch of the international European ship- 
 wreck society for all nations should be organized. After some discussion 
 it was decided that a " shipwreck and humane society " should be organ- 
 ized, national in its character, but to co-operate with the international 
 shipwreck society of France, and be called " the American shipwreck 
 society." A printed call M^as immediately issued in the fonn of a circular 
 which was sent to the most prominent citizens of New York, as follows : 
 
 " Sir ; — A meeting will take place at the repository of the American institute in 
 the Park on Thursday evening next, November 23d, at 7 o'clock P M., for the pur- 
 pose of organizing a society in the United States to co-operate with the royal Euro- 
 pean international shipwreck society of France." 
 
 " The undersigned respectfully request your attend^ce." 
 
 JAMES TALLMADGE, ' ADONIRAM CHANDLER, 
 
 VALENTINE MOTT, HENRY MEIGS, 
 
 JAMES D. P. OGDEN, Rt. Rev. B. T.ONDERDONK, M.D. 
 
 JEREMIAH JOHNSON, Rev. THOS. H. SKINNER, 
 
 ROBERT H. MORRIS." " GARDINER SPRING, 
 
 CHARLES W. SANDFORD, " ORVILLE DEWEY, 
 
 PETER COOPER, " THOMAS De WITT, 
 
 Rev. J. C. CHOULES." 
 
 The objects of the society were stated in the second page of the cir- 
 cular as follows: '■'■the Royal European Internatianal ShipwrecJi Society''' 
 was founded in France in 1835, on the great and noble principle of uni- 
 versal philanthropy. To afford succor to the distressed mariner of 
 whatever country in the moment of impending danger, and to resuscitate 
 the drowning in the hour of death. 
 
 Its labors have been rewarded by the most signal success, and from 
 the immense patronage it has received, being supported by all the croion- 
 ed heads of Europe, who have become patrons, with the 'King of France 
 as chief, it has already extended itself, not only over every country in 
 Europe but has even carried its works of benevolence to the most remote 
 quarters of the world. 
 
 The society has distributed from its establishment from 1835 to 1841 
 5 golden medals, 40 medallions, 113 silver medals, 39 bronze medals 
 and 1160 diplomas, of rescue to 1357 persons belonging to 20 nations. 
 
 It has 40 establishments of safety founded in Europe, which save on 
 an average 440 persons per year, or 44,000 in one hundred years. 
 
 The royal humane society of London has saved the lives of 5,000 per- 
 sons m 35 years. 
 
 It is now proposed to establish here a great national society having 
 the same objects, to co-operate with it and founded on the same broad 
 extended principles. In a country so essentially maritime as this with 
 such an extended sea coast and such vast lakes and rivers, the necessity 
 of such a society and the imm(.]iS(3 benlits that will result are too ap- 
 parent to every friend of humanity to need comment 
 
 Its duties will be to establish aloii- t,h,> sea coasts and the shores of 
 lakes and rivers and all dangerous pla.vs, depots of apparatus and medi- 
 cine for recovering and resuscitating drowning persons, to put on board 
 of vessels and amongst seamen, pilots and watermen, printed instiuctions 
 o? mnnf tn'thL'p^'Y' ^^'"^ *? f '^ ^'''''^''^^ rewards, 'medals and badge 
 being ^'*' "^^'^"""^'^tal in saving the life of a fellow 
 
 How many yearly perish in sight of shore and how many die before 
 our own doors, after being taken from our docks and rivers for want of 
 
iliSTORY OF LIFE-SAVIK-G APPLIANCES. 27 
 
 some effective and systematic provision, and it is to lessen the dangers of 
 shipwreck to the mariner that is proposed to establish this society in 
 New York, with branches in every section of the country, and through 
 its blessed instrumentality to prevent " the teajs of the widow, the dis- 
 tress of the orphan, and to call forth the blessings of Jdmwho was ready 
 to perish." 
 
 A public appeal was also made to the citizens of New York, as 
 follows : 
 
 To THE Citizens of New York. — The undersigned, a committee appointed on 
 the 23d day of November last, at an Assembly of citizens, to organize a constitu- 
 tion for an American Shipwreck Society, beg leave to call your attention to the object 
 of their appointment. 
 
 Europe has recently taken steps to establish an International Society of the same 
 kind, and we find the names of all the crowned heads, and of the eminent statesmen 
 and citizens of the old world, from Constantinople to London, and from St. Peters- 
 burg to Lisbon, allied for this noble purpose. 
 
 The ministers of all religions unite in this work: are we not required to do like- 
 wise? 
 
 We who know that every ocean is traversed by our people, who with the 
 Atlantic on our front, and the Pacific in our rear, possess an occupied territory with 
 two hundred thousand miles of River, Lake and Canal Navigation and whose vessels 
 of every form, and in every variety, are rapidly multiplying far and wide on the sur- 
 face of the waters. 
 
 The undersigned entertain a confident belief that it is only necessary to direct 
 public attention to this work of enlightened humanity, in order to inspire immediate 
 and united action. And they have reason to believe, that by availing ourselves of 
 the discoveries of modern science the perils of shipwreck can be materially lessened 
 and the means of rescue greatly increased. 
 
 Science has also introduced great improvements in the means used to restore 
 suspended animation. 
 
 The instances of the recovery of drowned persons are numerous, and a case is 
 recorded of animation having been restored in a person, after having been drowned 
 several hours. 
 
 In our city accidents of this kind are of too frequent recurrence, and there is 
 reason to fear that many have been buried who, by proper means, might have been 
 restored to society. It should be remembered, too, that the class of persons most 
 exposed to this calamity are, almost exclusively, the useful and active. 
 
 We therefore earnestly recommend to our fellow citizens to unite without delay, 
 in aid of this great, humane and Christian undertaking, and for such purpose to as- 
 semble in the Hall of the Repository of the American Institute, in the Park, on Mon- 
 day, the nth day of December, instant, at 7 o'clock in the evening, to hear and act 
 upon the report of the committee appointed to prepare a plan for the organization 
 of the society. 
 
 (Signed) JAMES TALLMADGE, 
 
 VALENTINE MOTT, 
 JAMES D. P. OGDEN, 
 ADONIRAM CHANDLER, 
 CHARLES W. SANDFORD, 
 CHARLES A. LEE, 
 JOSEPH FRANCIS, 
 HENRY MEIGS. 
 December ist, 1843. 
 
 The meeting occurred on the evening of November 23d, as by the 
 call. The large hall of the American institute in city hall park was fil- 
 led to overflowing with the most prominent citizens of New York and 
 quite a number from other parts of the country, among whom was Mr. 
 
28 
 
 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 Fennimore Cooper. Gen. James Tallmadge was appointed chairman and 
 Henry Meigs secretary. Mr. Joseph Francis being called upon, stated 
 the objects of the proposed society and after remarks by the president, 
 secretary and several members of the institute, it was decided that the 
 name of the society should be the '■'■American SMpwrcJc and Humane 
 Society." The following gentlemen were then chosen permanent officers 
 of the organization : 
 
 President, James 1). P. Ogden. 
 Vice-Presidents, 
 A. chandler, .tosepii blunt, 
 
 Chaplains, 
 
 DOCTOR CUTLER, DOCTOR SPRING, 
 
 DOCTOR DEWEY, DOCTOR WAINWRIGIIT. 
 
 Treasui'er, William Colgate, 
 Surgeon General, Valentine Mott, M. D. 
 Chief Engineer, Joseph Francis, 
 Secretary, Henry Meigs. 
 Directors, 
 
 .TOHN W. FRANCIS. 
 
 CHARLES A. LEE, 
 COLONEL BUNKIIEAD, 
 .T. W. FRANCIS, M. D. 
 DOCTOR DEWEY, 
 .TAMES TALLMADGE, 
 CAPT. STRINGIIAM, 
 DOCTOR CUTLER, 
 M. H. GRINNELL, 
 II. MEIGS, 
 •lOSEPH FRANCIS, 
 
 DOCTOR WAINWJ{IGHT, 
 
 .1. D. P. OGDEN, 
 
 C. W. SANDFORD, 
 
 DOCTOR SPRING, 
 
 VALENTINE MOTT, 
 
 A. CHANDLER, 
 
 N. BLISS, 
 
 WILLIAM COLGATE, 
 
 GEORGE GRIFFIN, 
 
 C. H. MARSHALL, 
 
 JOSEPH BLOUNT. 
 
 Prominent among the members were the names of the following 
 gentlemen : 
 
 Hon. James G. King, 
 
 James Brown, 
 
 Charles O'Connor, 
 
 Ogden Hoffman, 
 
 Judge Kent, 
 
 Julian C. Verplank, 
 
 Peter Lorillard, 
 
 Stewart Brown, 
 
 Peter Scliermerhorn, 
 
 Philip S. Van Ptenssellaer, 
 
 J. Philips Phoenix, 
 
 Charles H. Hall, 
 
 Robert Boorman, 
 
 James Lenox, 
 
 Rev. Dr. Hox, 
 " Henry Anthon, 
 " William Berriam, 
 " H. W. Bellows, 
 
 John Anthon, 
 
 Dudley Seldon, 
 
 Robert Kermit, 
 Hamilton Pish, 
 N. L. Griswold, 
 Jonathan Goodhue, 
 Charles H. Marshall, 
 Josiah Macy, 
 James Renwick, 
 Rev. Bishop Onderdonk, 
 
 " Dr. Spring, 
 
 " Dr. Skinner, 
 Gen. John A. Dix, 
 Peter Cooper, 
 Gen. Chas. W. Sandford, 
 Robert H. Morris, 
 Rev. J. O. Choules, 
 
 J. M. Wainwriaht, 
 
 " Bishop Hughes, 
 A. L. Jordan, 
 James T. Brady, 
 David B. Ogden, 
 
HISTORY OB" LIFE-SAVING APPLIANCES. 29 
 
 Com. Jacob Jones, Com. Charles Stewart, 
 
 Henry Grinnell, David Seldon, 
 
 Horatio Allen, Morris Kobinson, 
 
 Dr. Willard Parker, Robert B. Minturn, 
 
 and several hundred others. 
 
 JSTo apoligy is needed for introducing the long detail of the formation 
 of the American shipwreck and humane society, as it will readily be seen 
 that if it was not the direct off- shoot, the organization was greatly has- 
 tened by the life-saving inventions of Mr. Francis, and the recognition 
 of their merit by the great humane and philanthropic societies of the 
 old world. 
 
 Organized as the society was by tlie most humane, liberal minded 
 men of the several callings of domestic life, of the government service 
 and mercantile marine, acting in the capacity of individuals, it became 
 an adjunct of the great Life-saving service, which lias since been assumed 
 and fostered by government, until it has grown into the immense propor- 
 tions of to-day. It is almost unnecessary to allude to the immense 
 amount of labor imposed upon Mr. Francis during all this time. He was 
 not only improving upon his invention of 1811, and manufacturing hun- 
 dreds of his improved Life-boats, as well as inventing and manufacturing 
 new kinds of boats already described in these pages, but he was laboring 
 steadily in his experiments to find the best material and design for his 
 covered Life-car, invented in 1838. The demand and manufacture of 
 Life-boats alone crowded the capacity of his factory at Stryker's bay. 
 North river. 
 
 Beyond the above the connection of Mr. Francis with the organiza- 
 tion of the American shipwreck society is best detailed by the follow- 
 ing, taken from the daily press of the time : 
 
 Preserva riON of Human Life. — The following is an extract from a valuable 
 work on the best and most approved means of saving life, lately, forwarded from 
 France to Mr. Joseph Francis. — The information it contains may be relied on as the 
 best known in the world for resuscitating drowned persons. Immense sums of money 
 have been placed in the hands of the Society by all the Governments of Europe, to aid 
 them in their humane work. Our humane Societies should be in possession of it Mr. 
 Francis is translating the whole work, and we are promised further extracts. In the 
 case we mentioned on last month, of a child in 24th street, the means resorted to, to 
 restore life, would in 99 cases in 100 prove fatal. 
 
 Sec. 2 — I'hat which is necessary to be done the moment a body is taken from 
 the water. 
 
 12 — The help should be given to the drowning on the bank or in a boat, when 
 there is no habitation near the place where the body has been taken from the water. 
 
 13 — As soon as the body shall be drawn out of the water, it should be laid upon 
 the back upon a plain very slightly inclined, the head, a little more elevated than the 
 rest of the body, should be inclined on one side — if the jaws are not too fast closed, 
 they should be gently separated to facilitate the escape of the froth of the water and 
 sonietimes of the mud and sand that it contains, if they are closed too fast it should 
 not be attempted too much to open them. 
 
 14 — The corner of a pocket handkerchief or any other linen should be twisted 
 around the fingers, or an end of packthread may be taken and introduced into one 
 and then the other nostril alternately as soon as possible, to clear the cavities from 
 the froth and to titilate or excite the membrane of the nose and of the throat. In 
 order to do this, this small cord should be moved or agitated in the nostrils, and 
 after a few moments withdrawn. 
 
 15 — The hands being applied upon the sides of the breast, the sides should be 
 compressed for three seconds, then they should be left to return by their own elastic- 
 ity. These alternate pressures which promote the motion of breath and imitate the 
 
30 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 respiratory action, should be recommenced a great number of times; they ought to be 
 done with perseverance; if they are suspended some moments, they should be soon 
 undertaken again and continued for many hours, in the case where the drowned gives 
 no sign of life. 
 
 1 6 — When the person who has brought the drowned from the water is alone, and 
 has no assistance, he must content himself with using the means pointed out in the 
 paragraphs 13 — 14 — 15. After ten minutes he should commence the frictions men- 
 tioned in paragraph 18, and return anew to the pressures on the breath, 
 
 17 — If there are two persons present, and one can procure someeau de cologne, 
 vinegar or ammonia, the second person should hold under the nostrils of the drown- 
 ed, but without stopping or even touching them — the vase in which these substances 
 are contained — then after two or three minutes they should take off the wet clothes 
 and rub the body. 
 
 18 — In the case where there are three persons, the third should undress the 
 drowned. It will be necessary to tear or cut the clothes, rather than to stop the arti- 
 ficial respiration which the pressures on the breast produce, at least they should be 
 suspended the least possible. As soon as the body is undressed, this same person 
 should rub it with a piece of cloth or flannel. The friction should be made over the 
 hollow of the stomach or belly. The cloths which serve for rubbers, should be warmed 
 if it can be done without losing time. 
 
 19 — A fourth person might be usefully employed in rubbing the inferior members 
 with a roller brush, in use in North America. It produces as much effect as the ordi- 
 nary brushes, whilst that the second placed at the head and holding in one hand the 
 vase with spirits, should rub or anoint under the nostrils with the other hand. 
 
 20 — To ensure harmony and regularity in these manoeuvres, the men should place 
 themselves as follows: — He who impresses the breast for the movement of the breath 
 is at the right of the body ; the'second who rubs the belly, the region of the heart and 
 of the arms, is in front on the left; he who rubs the inferior members is on the right; 
 lastly, the fourth, who holds the vase under the nostrils, is at the head and rubs the 
 rignt arm he may also at intervals blow strongly upon the figure of the drowned or 
 fan it, if he can find some large and light thing fit for the purpose. 
 
 Most of the passenger vessels had accepted the Life- boat from mo- 
 tives of humanity : a few however would resent as an insult the applica- 
 tion to furnish their passenger ships with these boats, the objection being 
 that their adoption might infer that their ships were unsafe without 
 them. 
 
 The following incident gives a fair illustration of the opposition 
 which met Mr. Francis in his early experience with Life-boats. In the 
 parlor of one of the large hotels in Kew York city was a gathering of 
 ladies and gentlemen, the evening previous to the sailing of the finest 
 and most popular of tlie English steamers then running between New 
 York and Liverpool, among those present was the captain with his wife 
 leaning on his arm, one of his friends said to him, captain, " why don't 
 
 but continued his friend " suppose you should have an accident ?" the 
 captain answered, " well, in that case we will all go to hell together !" 
 That noble steamship has not been heard from since her sailing from 
 this port. 
 
 Notwithstanding we have mentioned the general adoption of Life- 
 boats by government vessels and the mercantile marine, still an excep- 
 tion must be made of many of the passenger vessels, or " packets " as they 
 were then called. The opposition met from individuals, and the owners 
 and captains of passenger vessels, was disheartening, and the special 
 opposition of the manufacturers of cheap wooden boats was, in many in- 
 
HISTORY OF LIFE-SAVING APPLIANCES. 3] 
 
 stances, encouraged by the captains and owners of vessels, on account of 
 the extra expense incurred in fitting a vessel vsdth the proper number and 
 kind of boats, to save the lives of those on board in case the ship should 
 wreck, founder, or take fire in mid-ocean. The usual excuse for not tak- 
 ing a proper complement of boats to replace the shij) in case of accident 
 was that they were cumbersome, in the way, and a useless expense. Be- 
 tween the years 1830 and 1840 Mr. Francis had made great progress in 
 the forcing of a sufficient number of boats on sea-going vessels to save 
 the lives of their occupants in case of disaster, he claiming the safety 
 did not lay in the elegant furniture and fittings of the interior of a ship, 
 as in a moment of peril a marble slab or a fine piece of furniture gave a 
 very uncertain tenure of safety to he who would sacrifice everything in 
 mid- ocean for life. 
 
 Public opinion for a time forced the owners of passenger vessels to 
 make a show of providing means of safety by ordering the very smallest 
 Life-boat that could be made — as, for instance, boats that were intended 
 to carry five persons including the rowers ! This was done in more than 
 one instance to satisfy the public that Life-boats were carried. The pop- 
 ular sentiment that forced an extra expense on owners only intensified 
 the feeling of hatred towards the man who was trying to teach the pub- 
 lic that in case of disaster their only chance of life lay in a proper com- 
 plement of boats that would not swamp or sink. An instance is given 
 to show the effect of the opposition of the owners on every one who was 
 in any way connected with them : One of the Liverpool packets had been 
 supplied with two Life-boats of large size. Mr. Francis being at the 
 office of a newspaper in which was a long advertisement of the packet, 
 requested the editor to insert the fact that she carried Life-boats in the 
 advertisement. The request was peremptorily refused, for the reason 
 that Life-boats being objected to by the owners of vessels who adver- 
 tised, that certain owners' would be offended, and in one case cited, the 
 publisher would lose !';40 per annum. 
 
 It so happened soon after that .this packet ship, and the finest 
 packet of another line, were to sail for Liverpool on the same day. The 
 day previous Mr. Francis met nine gentlemen, one of whom knew him. 
 He stated that he and his friends had engaged passage on the latter 
 packet for Liverpool, and asked him if the ship was provided with his 
 Life-boats. On being informed that she was not, but that the other- ship 
 was, they immediately cancelled their passage (the money not having 
 been- paid,) and proceeded to the office of the other ship where they en- 
 gaged and instantly paid their passage, the money amounting to $1,000. 
 Afterwards the owners of these two lines vied with each other as to 
 which could furnish their ships with the largest and best Life-boats. 
 
 The only means of safety (in case of disaster) with which ships were 
 provided at that time was the long-boat, which was designed only to 
 weigh an anchor, not to save life. In fact, the majority of cases reported 
 would be headed with the information that " the long-boat was stove in 
 launching." 
 
 The long-boat, which was very wide, was used on all passenger ships 
 as the place in which to keep the cow, and the ends were used as the 
 "stowaway" for ropes and the odds and ends of a ship ; with the filth 
 accumulating in the bottom, and the strain to which it was subjected, it 
 would become rotten and useless in a few trips. 
 
 After a time the long-boat was replaced by something more substan- 
 tial ; but even then the prejudice against hanging boats to the quarter 
 could not be overcome. 
 
32 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 The Steamboat Law, approved August 30th, 1852, compelled all 
 passenger vessels to carry at least one metallic Life-boat. 
 
 Mr. Francis, who was the only manufacturer, was repeatedly re- 
 quested to make a metal boat of the smallest dimensions and cheapness 
 to meet the objectionable new law. 
 
 In 1841 Mr Francis commenced the construction of a vessel with the 
 best known wooden materials, which was subsequently known as a "Life 
 Surf-car. The dimensions were : Length, 10 feet 6 inches ; beam, 4 feet 
 6 inches ; depth, 19 inches ; flat bottom, full bilge and full ends. 
 
 Mr. Francis feared from the start that such a construction of wood 
 would not r(«ist concussion with the bulwarks pf a wrecli or a rocky 
 beach, for even the deck, which was made resting on the carlin's, would 
 not bear the weight of a man without extra support, or frames or knees, 
 which would make the car too heavy and cumbersome and greatly con- 
 tract the space nc^eded for ])assengerK. 
 
 The same ditiiculfy appeared in the construction of the hatchway, 
 which, if constructed of wood, would, in spite of all precautions, admit 
 water into the car ; besides the air chambers and the trip cylinder, the 
 main dependence for safety, would be useless if made of wood. After 
 many attempts to overcome the difficulties in his way, the result of the 
 experiment was that this wooden Life-car was broken up, the inventor 
 resolving that, if no more suitable material than wood could be found 
 with which to construct a Life-car or a Life Surf-boat, to abandon the 
 business of manufacturing Life-cars and Life boats, and leave to others 
 to accomplish, if they could, what he has failed to do, after so many 
 years of labor and expense. 
 
 While! lidsitating as to the abandonment of his efforts the idea oc- 
 curred to him of substituting iron for wood. 
 
 He had exhausted his powers in the trial of wood, and having failed 
 to bring about satisfactory results, he would make a final trial with iron. 
 Iron as a material for the construction of vessels was practically unknown 
 at that time ; still the vision of success was too clearly defined in his 
 mind to pass unheeded without one master eft'ort for its fulfilment. 
 
 The great business he had built up for supplying the government 
 departments and the mercantile marine with constructions of wood was 
 transferred to others. 
 
 It is not the nature of a true inventor to succumb to discourage- 
 ments ; but when his determination to construct a boat of iron was made 
 known to those who had ridiculed him as a schemer that epithet was 
 quickly changed to that of Idiot^ for "did not everyone know that iron 
 would sink?" 
 
 True to his instincts, however, he removed his family to the country, 
 and secured a building, No 83 Anthony street. New York, owned by 
 Myndert Van Schoick, ex- Mayor of New York, where he shut himself up 
 for a year and devoted his whole time to experimenting with sheet iron. 
 As Mr. Francis had previously been so successful the scoffers rather 
 cautiously waited to see the result of this last mad freak. The jeers and 
 derision of those who ridiculed the idea that a " boat built of iron would 
 float" had no effect on him, besides, being shut up in a building alone, 
 no one could know what he was doing. 
 
 First, he made a wooden model of a boat two feet long ; this he cov- 
 ered with four thicknesses of paper, cut in strips, and pasted them to- 
 gether ; these when dried retained the shape of the model. 
 
 This gave him hope that he might attain the same results with iron. 
 He then hammered a sheet of iron to the shape of the mould, but when 
 
HISTORY OF LIFE-SAVING APPLIANCES. 33 
 
 the sheet was removed it sprang back to its original shape. He then 
 made a hollow or concave model, to fit the round or convex model, thus 
 forming a concave and a convex die ; a sheet of iron was introduced and 
 a pressure used sufficient to bring the two surfaces together. On remov- 
 ing the pressure he discovered that the sheet of iron had assumed the 
 
 SHAPE OF THE MODEL DIES ! 
 
 This was so far satisfactory, for it seemed to show the possibility of 
 forming the side of a boat of one continuous sheet of iron ; but on open- 
 ing the dies the sheet sprang back to its original shape. These small 
 dies were then abandoned, and a large set, also manufactured of wood, 
 were made, being 10 feet 6 inches in length, to be used — in case of suc- 
 cess — for the manufacture of the contemplated Life- car. 
 
 Mr. Francis supposed that a large sheet of metal would hold its 
 shape better than a small sheet when pressed. It was with great diffi- 
 culty that the new and larger dies were brought together, and it was only 
 accomplished after much pounding, wedging, and other crude and imper- 
 fect means, for at that time he had not invented the machine to press out 
 the intended Life-car. With high hopes of success the dies were opened 
 and the pressed sheet of iron taken out , but, as in the small experiment, 
 the iron sheet instantly sprang back to its original form and would not 
 retain the form of the dies. This was a bitter disappointment, mortify- 
 ing and hard to bear, for if the shape of a boat could not be retained, 
 even by enormous pressure, timbers and frame must be introduced (the 
 same as in the "wooden Life-car" he had made,) and these would so 
 increase the weight of the intended Life-car as to make it practically 
 useless. 
 
 Mr. Francis was in despair, as, if the sheet of iron could not be made 
 to hold the shape of the dies without frames and timbers, the project of 
 making buoyant boats of metal must be abandoned : and if the construc- 
 tion, which was patented, could not be manufactured, of what use to the 
 inventor or to the public was a paper called a patent ? 
 
 The expression of Mr. Jacob Abbott, the writer, in an article pub- 
 lished in Harper's Magazine, July, 1851, in writing of the Metal Boats 
 of Mr. Francis, that "it is a curious circumstance in the history of mod- 
 ern inventions that it often requires more ingenuity and effort to contrive 
 a way to make the article when invented than it did to invent the article 
 itself," is most applicable here. 
 
 Mr. Francis was not afraid of punishment, even if his patent was not 
 worked so that the public could be benefitted, as is the law in France and 
 Russia, for the reason that no such law exists in the United States, or in- 
 deed any law to specially protect a real inventor. 
 
 While Mr. Francis is an inventor — and such men are seldom deterred 
 from the accomplishment of their objects — he has been a successful man- 
 ufacturer of his own inventions. 
 
 The difficulty of moulding a sheet of metal to the shape of a boat, 
 and holding it to that shape, could only be overcome by reflection and 
 practical experiments by himself, for the most profound scientific ac- 
 quirements practically known at that time would avail nothing. 
 
 He had expended a large amount of money and labor, only to find 
 out what he could not do, viz : to stiffen a piece of metal so that it would 
 hold itself to the shape of a Life-car without bracing and at the same 
 time offer the necessary resistance to the unavoidable buffeting it must 
 encounter in saving life from a wreck on a "lee shore." If he failed, 
 there was no known means on earth by which to create a perfect Life-car 
 and no one would invest money or spend time on a project that was 
 
34 HISTOEY OF LIFE-SAVING APPLIANCES. 
 
 abandoned solely on account of mechanical difficulties ; if lie failed, the 
 invention of a Life-car would indeed prove to be a "visionary scheme." 
 
 At last the idea occurred to him, that if a projection like a corruga- 
 tion was formed in the upper edge of the iron, it might stiffen the sheet ; 
 acting on this, a half-round moulding one inch wide was placed on the 
 convex die and corresponding depression on the concave die. 
 
 The sheet of iron was put back in the dies, which were again pressed 
 together, and when the sheet was removed the corrugation was full, and 
 the sheet was held rigidly and firmly to the shape of that part of the 
 dies where the moulding or corrugation had been placed, and to the un- 
 speakable joy of the inventor, the principle, or invention of corrugating 
 metal on curved and irregular surfaces was confirmed. 
 
 " The idea of thus corrugating or plating metal was a very simple 
 one, the main difficulty came ' after the idea," in devising the ways and 
 means by which such corrugation could be made. In the case of a thin 
 plate of metal, the parts will yield readily to any slight force, so far as 
 to bend under a pressure, but it requires a very great force to separate 
 them entirely, whereas in the case of wood, the slight force is at first re- 
 sisted, but in a moderate increase of it, the structure breaks down 
 altogether." 
 
 From the foregoing truths, it will occur to every mechanical mind 
 that this was the most critical moment in the early life of Mr. Francis as 
 an inventor. 
 
 It is true that he had succeeded in the practical demonstration of the 
 vital principles of his invention, that led him to conceive the idea that 
 by corrugating the entire sides of a boat, he would have a resisting 
 power against concussion hitherto unknown, without in any way increas- 
 ing the weight of the plain sides of metal, or decreasing the natural 
 buoyancy ; but it was necessary to have an entirely smooth surface, with- 
 out a wrinkle, and if this new difficulty of wrinkles or surplus metal 
 could not be overcome the application of corrugations would still be use- 
 less and all the expense and labor lost. 
 
 This time the inventor was brought face to face with what seemed to 
 be an insurmountable mechanical difficulty. It needed patience and 
 mechanical judgment, as well as a determined spirit to surmount this 
 grave and stubborn obstacle and to remove this barrier to perfect suc- 
 cess ; despondency and regret were of no avail ; work, ingenuity and 
 perseverance might accomplish it, and he resolved to make the attempt. 
 
 In giving the proposed rigidity by corrugation, he saw the necessity 
 of doing it by one simultaneous operation. 
 
 The vital principle in this invention is to form corrugations of diff- 
 erent breadths and thickness, in irregular and curved lines, similar to 
 those of a vessel, the sides of a boat being irregular in form, and the dis- 
 tance from the keel to the gunwale midships, being one-third greater 
 than at the bow and stern and also differing in shape, caused a gathering 
 of surplus metal near the ends. The surplus metal or wrinkles, which 
 inevitably gather by pressing the sheet of metal to an irregular form, is 
 absorled in the corrugations, thus adding to their strength to support 
 the sheet ; these corrugations heing formed out of the flat sheet of which 
 the vessels, channel huoys, or Life-car is made, so that the corrugations 
 can be diminished in size and position near the extreme ends, thus favor- 
 ing the formation of a sharp entrance and a clean run, at the very point 
 where resistance and strength is less needed. 
 
 With the machinery to make these irregular corrugations at one 
 simultaneous operation, all the mechanical difficulties of this invention 
 
BOAT PRESS. 
 
HISTORY OF LIFE-SAVING APPLIANCES. 35 
 
 for ''■forming corrugations on curbed and irregular lines " would be 
 overcome. 
 
 Mr. Francis now made a set of dies of wood ten feet in length, with 
 convex corrugations on the upper die and corresponding concave corru- 
 gations on the lower die, each five inches apart, thus covering the whole 
 surface with corrugations : the edges of the concave corrugations were 
 banded temporarily with iron to prevent bruising ; thus prepared a sheet 
 of iron was placed between the dies which were forced together by levers, 
 jackscrews and pounding with mauls, the sheet of iron when removed 
 was found to be deeply corrugated^ rigid and firm, and withal true to 
 the dies. 
 
 Subsequently Mr. Francis made a set of cast-iron dies ten feet six 
 inches long, with the whole outside surface of the boat corrugated, and 
 placing a sheet of iron between the dies, they were forced together by 
 temporary power. 
 
 This experiment proved a success ; two perfect sides of a boat 
 were produced with deep and fall corrugations and with a surface, 
 free from winkles ; the two sides were riveted together, and the " first 
 corrugated metal Life-boat was made," being the first practical result 
 of his invention of the "Life-car invented in 1838!" 
 
 Having thus overcome all mechanical difficulties, and demonstrated 
 the greatly increased strength and buoyancy of corrugated metal boats 
 over any others ever built, and their great value for special service in 
 heavy seas and by fire, and more particularly for saving human life, 
 which had been the sole ambition of the inventor ; arrangements were at 
 once commenced for providing suitable facilities for their manufacture. 
 
 The first step was to perfect the system of construction by expensive 
 experiments, the next to invent the form and character of the " dies " and 
 the machinery to give the necessary power. These experiments resulted 
 in the application of a Hydraulic Press of 800 tons power, adapted to the 
 working of the cast-iron dies weighing six tons. 
 
 It was not until the completion of these experiments, that the design 
 of a covered boat, or '■'■ Life- car'''' as it was subsequently called " could be 
 carried out." 
 
 The invention of the dies just described, and the application of the 
 hydraulic press, were adjuncts of the greatest importance to the success 
 the development Mr. Francis had made. Corrugations could not be 
 made by hand. A blow struck with sufficient force to make the neces- 
 sary indention would break the texture of the iron, and even if that were 
 not a fact, no corrugation could be made perfectly smooth by blows, even 
 were it possible to have a concave die for a form. It is only by the slow 
 moving dies, fitting the corrugations into each other with mathematical 
 exactness, under tremendous hydraulic pressure and by simultaneous 
 operation, that a perfectly smooth corrugation in irregular lines can be 
 made. For that reason, the invention of the adjuncts which insured the 
 application of the material, were much more difficult than the invention 
 of the design to which the material was to be applied. 
 
 Happily it occurred for the principle of corrugated iron with which 
 to build his invented and designed Life-car that Mr. Francis was a man- 
 ufacturer as well. The Life-car now at Washington was built on the 
 only set of dies ever in any country, both inverited and manufactured 
 by him! Were those dies broken up no duplicate of the relic that saved 
 200 lives from the wreck of the Ayrshire, in 1850, could be made (in this 
 
36 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 country) except by the building of a similar set of dies — a matter involv- 
 ing a large outlay of capital and inventive genius. 
 
 With the absolute success so ably achieved (notwithstanding all the 
 intervening difficulties) by the elucidation and development of an hither- 
 to unknown material ; by systems and methods hitherto equally un- 
 known even to the best scientists and mechanics of the period, we are to 
 msivk and erect the first milestone in ahsolute, practical progress in tJte 
 early Mstory of Life-saving Appliances. 
 
 So it will be seen that this invention of corrugated metal was the 
 direct result of a long and costly series of experiments made by Mr. 
 Francis in 1840 and 1841, to discover the proper material for his covered 
 Life-car and leading to the discovery of the application of the material 
 to Llf'e-lwats. and the many other inventions to which he afterwards 
 applied it, which was accidental, or rather the outgrowth of the inven- 
 tion ; for when the body of the Life car had been made as an experiment 
 he had to all intents and purposes a Life-hoat of iron, without knees, 
 timbers or braces of any kind, requiring only to be altered in form, size 
 or shape to conform to the requirements and purposes for which it was 
 to b(^ used, as for instance : ship's boats, whale-boats, cargo-boats, din- 
 gies, cuttors, surf-boats, etc Each change required a special set of dies, 
 on which the curved lines and corrugations (really taking the places of 
 the timbers and braces) should be pressed. It is no wonder that his 
 plant (including the first experiments that developed his Life-car and 
 developed the application of the new material,) should, as early as 1846, 
 represent an expenditure of $40,000. To adopt a covering of iron, so the 
 car would not be top heavy and would withstand the breaking of any 
 " comber ;" to construct a proper Latch, so that it could be loaded with- 
 out danger of filling in the heaviest sea that might break against a 
 stranded ship ; to invent and make a " trip cylinder " of the proper 
 form, size and shape and put it in its proper place, so that if the car was 
 overturned in a heavy breaker she would instantly right herself, was a 
 work that, with all the genius of this experienced inventor, consumed 
 many years of experiments ; and it was not until the year 1847 that he 
 completed and pronounced perfect the first Life-car and placed it upon 
 the New Jersey coast, where its first great performance was an almost 
 miraculous success. 
 
 The deck and trip cylinder were not corrugated, for the reason that 
 the arch and curve of the deck afforded ample rigidity for the support of 
 the trip cylinder, whose sharper curve made it even stronger. In fact, 
 they were but corrugations of a larger size. 
 
 Official facts are only drawn on as proofs of an otherwise feeble state- 
 ment. The grand underlying principle, so deep and widespread in its 
 permeations, has, in its practical results, become world-renowned, so 
 much so that when one looks at the results they seem so grand that the 
 looker on is quite content to consider those results as the natural effect 
 of nature's forces, without stopping to question or examine the utility of 
 the human brain in guiding those forces. 
 
 The compiler will be pardoned for referring to the annual report of 
 the " United States Life-saving Service," in which it is slated that the 
 " breeches buoy is now used more frequently than the Life-car, because 
 the breeches buoy is lighter to handle than the Life-car." The life-cars 
 of late years have been greatly increased in dimensions, weight and form, 
 and will not right themselves when upset, because fhe form of the cars on 
 deck has been raised so as to absorb or do away with the trip cylin- 
 der, so that the car will not right itself when thrown over by the "surf. 
 
ilisl'ORY OP ilFfi-SAViNG Ai^JPLIANCBS. 37 
 
 This is called the " improved Life-carf designed by some one deficient 
 in mechanical and scientific knowledge, in the absence of Mr. Francis. 
 
 This is why the breeches buoy is used and why the Life-car is not. 
 
 The original Ayrshire Life-car, constructed in 1847 by Mr. Francis, 
 was the first car ever used and only used once, and in a terrific snow 
 storm saved 200 men, women and children, and was handled by a few 
 inexperienced surf- men, without improved appliances, and did not " up- 
 set," and brought all on shore, dry and safe, while the breeches buoy 
 passengers were dragged through water and ice, one by one. Why were 
 improvements made ? Why change the construction of the original per- 
 fected Life-car ? Why not let well enough alone ? 
 
 It is one of the idiosyncracies of our fast age to make a simply su- 
 perficial examination of any new idea that may be practically developed. 
 
 The nineteenth century is one so filled with startling developments 
 in the scientific and mechanical world that the seeming old truism, 
 " nothing is impossible," is accepted as a generic fact, and any develop- 
 ment that may occur is generally received with "I told you so," without 
 any research into the personal difficulties that the individual brain con- 
 ceiving and practically demonstrating the idea had to undergo in its de- 
 velopment. To the scientist, philanthropist and historian the causes that 
 led to the generation and development of the fact become items of deep 
 interest ; the identity of the individual is lost in the grand effort to as- 
 certain the origin of the resultant forces of nature ; a principle has been 
 evolved, an epoch marked, a mile-stone erected — a principle, by whom- 
 soever originated, that appeals most directly to the true manhood of hu- 
 manity (if the term is allowable.) The masonry and religion of life, 
 the innate superstructure of the principles that form and knit in one in- 
 dissoluble tie all that is good, all that is pure, all that is humane — the 
 tender outlook and care for those who are tempest-tossed and in need 
 of success. 
 
 The very facts to which modest allusion has been made show that the 
 universal manhood of the world rose to meet and cheer the successful 
 effort that would alleviate suffering, and protect in the slightest way the 
 Jives of those subjected to the fatality of the elements — wind and water. 
 
 The strongest tribute man can pay to his fellow is the attribute of 
 brotherly love. The word "humanity" appeals to the best instincts of 
 all mankind. At the mercy of the winds and the seas, as at death — the 
 only parallel — all are brought to a level. The man with hundreds of 
 millions, standing on a shattering wreck, will pledge every dollar of his 
 wealth for the safety this humble and unpretentious inventor has been 
 able to provide ; not, as we have shown, for himself, but for universal 
 humanity and without reward. This tribute is due to the idea— and if 
 to the idea to the person generating it— and from our standpoint it is 
 apparent that with the inventor it has been in no wise a matter of dol- 
 lars and cents. Replying to the many and direct conversations with the 
 inventor of the principle of which we are treating we can positively assert 
 that the inventor of Life-saving Appliances, Mr. Joseph Francis, has not 
 received a maximum of the cost of manufacture of his Life-saving appli- 
 ances—it having steadily been his purpose during the early period of 
 their introduction that this deficiency should constitute his contribution 
 towards the voluntary subscriptions made by many generous merchants 
 of New York, mostly members of the Board of Underwriters, in order 
 that an established Life-saving System should be introduced and per- 
 petuated. 
 
 The invention of 1838 refers directly to a protecting means of safely 
 
38 HISTORt OF LIFi5-SAVmG APPLIANCES. 
 
 • 
 
 landing passengers from wrecks that should combine lightness, buoyancy 
 and safety from the breaking of the seas upon a shore, known as "comb- 
 ers." While Mr. Francis had been steadily improving upon his original 
 idea of a Life-boat, he had been steadily and persistently experimenting 
 upon the invented Life-car, in order to find a material with which to 
 build it that would withstand every element, and it was not until the 
 success just recorded — the result of years of very unprofitable (to say 
 the least) work, and it was not until he had practically demonstrated 
 the utility of corrugated iron, in 1841, that he could see his way and feel 
 that at last he had found the necessary material to use in the building of 
 a successful and perfect Life- car. 
 
 The Life-boats invented in 1812, and improved upon up to 1843, had 
 become so universally adopted and used that, as we have shown, they 
 became absolutely world-renowned. 
 
 They were built of the only material then practically known (wood), 
 but the special endorsement they received by Hon. Levi Woodbury, 
 Secretary of the Treasury, in 1840, when he made it imperative that every 
 revenue cutter in the United States should be provided with Francis' 
 Life-boats, attracted the special ofiicial attention of every government in 
 Europe, and it was partly due to that fact that Mr. Francis, unconscious 
 of any special effort on his part, was surprised at the reception of letters 
 emanating from the Imperial Royal International Shipwreck Society of 
 France, under the supreme direction of its King (in the first instance and 
 afterwards of the Emperor,) and the International Shipwreck Society for 
 all nations, under the direct patronage of Prince Albert and the Lords 
 and Admiralty of England. 
 
 While the credit of the invention of the corrugated metallic Life-car 
 has been accorded to Mr. Francis for the past forty-six years, both in 
 America and in Europe, there are few who are aware of the fact that he 
 is the inventor of twenty-three (23) other Life-saving Appliances, most of 
 which have been patented in America or Europe or both, and all of 
 which, in their individual spheres, have been successful in saving human 
 life. 
 
 The invention of the covered Life- car in 1838 was the result of a long, 
 series of experiments, commencing in 1812. During the twenty-six years 
 intervening many of the other inventions had been manufactured for the 
 use of the public. 
 
 The first invention of Mr. Francis resulted in 1816 in the production 
 of the most perfect Life-boat then known. Then followed consecutively : 
 The Anchor Life-launch, the reversed bottom Life-boat, the Life Screw- 
 boat, the Life Whale-boat, and the moulded boat ; and after the discov- 
 ery of corrugating iron, as described above : 
 
 The corrugated metallic Life and Surf-boat. 
 
 The corrugated metallic Life-car. 
 
 The corrugated iron Army Wagon. 
 
 The corrugated iron Military Pontoon Wagon. 
 
 The corrugated iron Channel Buoys. 
 
 The corrugated iron Caissons. 
 
 The corrugated iron Steamers. 
 
 The corrugated iron Floating Docks. 
 
 The corrugated iron Caspian Sea Survey- boats. 
 
 The corrugated iron Whale-boats. 
 
 The corrugated iron Canal-boats. 
 
 The corrugated copper Man-of-War Cutters. 
 
UiS.TOEY OF LIFE-SAVING APPLIANCES. 39 
 
 The corrugated iron Sailing Yacht. 
 
 The corrugated iron Life, Ship and Row Boats. 
 
 The corrugated iron Mountain Section Wagon. 
 
 The corrugated iron Railroad Cars. 
 
 The corrugated iron Boat Dies. 
 
 Stop corrugations. 
 
 Nautilus Self-inilating Life Preservers. 
 
 Military Hood. 
 
 Hospital Bedsteads. 
 
 Double-jointed Rowlocks, etc. 
 
 The following constructions were first introduced into the United 
 States by Mr. Francis : 
 
 The first Race-boat. 
 
 The first Club-boat. 
 
 The first Fancy Boat, exhibited at the first Mechanics' Fair in 1812. 
 
 The first wooden Life -boat. 
 
 The first Gondola. 
 
 The first Circular Yacht. 
 
 The manufactures produced under these inventions have all been 
 successful, and adopted and made useful to the general public, and in 
 each department of the European and American governments, and by the 
 mercantile marine. 
 
 The most difficult inventions were those involving the foundation 
 principles. Stop Corrugations and the adaptation of corrugations to metal 
 surf aces, in irregular lines. All the constructions under these inventions 
 have directly or indirectly saved human life during the past seventy- two 
 years. 
 
 In looking over the immense list of testimonials we cannot refrain 
 from quoting the following, as it appeared in a piiblished work in 1853, 
 we make our comments below : 
 
 "Long Branch, Jan. 3d, 1853. 
 " Mr. Joseph Francis : 
 
 " Dear Sir — I herewith send you the account of the saving of 290 persons from 
 the wreck of the ship Georgia, Captain Alexander Marshall Brodie, which came 
 ashore on Long Island Beach, Little Egg Harbor, on the night of the 3d of 
 December. 
 
 " The wind was blowing a gale from the southeast, with a heavy sea and a 
 thick fog. She struck about twelve o'clock, but we did not know she was there 
 until twelve o'clock the next day, when some of the crew managed to reach the 
 shore in the long-boat. I went immediately with my team and men to the govern- 
 ment boat-house, and, taking the metallic Life-boat and ropes, went to the beach op- 
 posite the ship. 
 
 " There was a tremendous sea running, and I deemed it prudent to use the mor- 
 tar, which was brought, together with the metallic I/ife-car, to be used in case the 
 open Surf-boat could not reach the ship. The mainmast of the ship had been cut 
 away, and the first shot from the mortar placed the line between the standing masts. 
 The second size line was then hauled on board by the crew and the shore end we 
 then attached to the bow of the boat. With another line to her stern we passed her 
 from the shore to the ship, back and forth, until 272 passengers and 18 of the crew 
 were safely landed on the beach. Thus, by your admirable Life-boat, 290 souls were 
 rescued and preserved. Your metallic boat rode the sea to the astonishment of all 
 who saw her. When but a few yards from the ship, on her second trip, a tremen- 
 dous sea broke over her and filled her nearly full ; but she still kept her right side 
 up and triumphantly brought all her passengers to the shore. In some of the suc- 
 ceeding trips she did not take in a drop of water, whilst in others seas would break 
 over and half fill her ; but, full or empty, she was equal to her work, and we had no 
 
40 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 occasion to use the Life-car. This boat had not been used before since she was placed 
 here, and everything was in good order. We had them all on shore by nine 
 o'clock. Respectfully yours, 
 
 (Signed.) " THOMAS BOND, Wreck Master." 
 
 In a publication entitled " The Life-saving Benevolent Association 
 of New York," published in 1853, but republished in 1883, both dates 
 being on the title-page, the following occurs, under the heading of 
 "Surf -car," on page 38 : "Mr. Francis executed the mechanical part of 
 the Surf-car and Life-boats, under the direction and supervision of the 
 government officer." The compiler is authorized by Mr. Francis to state 
 that the above quotation is unqualifiedly false in every particular, for 
 the following reasons : That the said boats were before the public in 
 1844, before any government officer had been appointed, as above in- 
 ferred, and three years before the Life-car was placed on any portion of 
 the coast of the United States. Further, that Mr. Francis was the inven- 
 tor, manufacturer and owner of the only dies that had ever existed upon 
 which a corrugated metal Life car or boat of any description (of corru- 
 gated metal) could be built, up to the date of the said publication (1853.) 
 Further, that Mr. Joseph Francis never executed the '■^ mechanical part 
 of any Surf -car, Life-boat or Life-car under the direction and super- 
 vision or l)y the suggestion of any man Uoin-g." 
 
 Nor is there in existence any contract for such labur, or any other 
 evidence that such could have been the fact ; but, on the other hand, 
 over forty years of inventive experience, manufacturing only the Life- 
 saving Appliances of his own invention, proves the falsity of any such 
 charge, to say nothing of the intervening inventions for which he has 
 held the undisputed patents, as will be seen by the records of the Patent 
 Office at Washington. 
 
 Mr, Francis is not surprised at statements which have emanated from 
 a source that is now and for many years has been antagonistic to him, 
 in the effort to support one whose reprehensible acts and untrue 
 statements have only recently been exposed by the official decision of 
 his peers. 
 
 On pages 57-60 of the publication above referred to is a letter from 
 Mr. Thomas Bond to Mr. Walter R. Jones, dated 1852, which 
 states in italics that the Life-car saved the 290 passengers from the 
 wreck of the ship Georgia, while the last part of the same letter, on 
 page 60, i7ifers that it was the Life-boat that was used. In another edi- 
 tion of the same publication those italicised words read "Surf-car" in 
 roman letters. The compiler has the honor of leaving to an investiga- 
 tion to select whatever reason the nature of his research might indicate 
 as to the object of changing and italicising a word in different editions, 
 which italicised word, the last part of the letter would indicate, was 
 wrong, and which the compiler has the authority from Mr. Bond, the 
 writer of the letter, to pronounce an "error." If further proof of the 
 "error" were required the same publication furnishes it in the succeed^ 
 mg letter from the captain of the ship Georgia. The other " error," on 
 page 38 of the same publication, which Mr. Francis has authorized the 
 compiler to state " unqualifiedly false," has been proved by high au- 
 thority to be a glaring " error." The following is the letter referred to 
 from the captain, as published, Mr. Bond's letter to Mr. Francis, which 
 proves the "error," preceding these remarks : 
 
tliSTORY OF LIFH-SAVING AVPLIANOES. 41 
 
 "New York, isth December, 1852. 
 " Walter R. James, Esq., 
 
 " President of the Life Saving Benevolent Association, New York : 
 
 " Sir — I was in command of the ship Georgia, wrecked on Long Beach, N. J., 
 on Friday, 3d inst., while on her passage from Liverpool to New York, and take 
 pleasure in bearing testimony to the efficiency of the Life-saving Apparatus in the 
 government boat-house. 
 
 " We had on board 272 passengers (men, women and children) and a crew of 
 eighteen men — in all 290 persons. These persons were all landed in safety and 
 without the slightest injury to anyone by the aid of the Life-saving Apparatus. 
 
 " I consider it a most humane provision on the part of the government to place 
 this apparatus on the line of the Atlantic coast, and it must be the means of saving a 
 vast amount of human life annually, as well as to alleviate much distress among those 
 landed from shipwrecked vessels, as the boat-houses will protect them from exposure 
 to the weather. I consider the apparatus well adapted to the contemplated service, 
 particularly the " Life-boat" used by us. She once filled with water, but so admira- 
 bly is she constructed that with twenty-five persons on board she remained upright 
 and was nine inches out of water amidships, and worked with more steadiness than 
 when without water in her. The cushioned fenders around the boat answer the pur- 
 pose of protecting the boat from injury when thumping alongside the ship, and of 
 preventing injury to the hands and arms of passengers, who naturally take hold of 
 the side of the boat to hold themselves fast. 
 
 "The boat sustained no injury, but the lines, both large and small, were very 
 much cut and need to be replaced with new. All the materials used were left upon 
 the beach without protection. They should be taken care of and placed in the boat- 
 house, to be ready for use in case of future wrecks. 
 
 " I am, respectfully, your obedient servant, 
 
 (Signed.) ' A. M. BRODIE." 
 
 To those who are not acquainted with the increased power of resist- 
 ance iron possesses when corrugated, over the plain sheet of metal, the 
 following practical test, made at a fair held by the American Institute, 
 will be of interest : " Two sheets of galvanized iron were procured ; one 
 of the sheets was corrugated, the other was not. Each was seven feet in 
 length and two feet in width. The corrugated sheet was first tried by 
 resting it upon two blocks about twelve inches high and far enough apart 
 to give the bearing only at the extreme end of the sheet. Seven hundred 
 and fifty pounds of pig-iron were placed upon it, but it did not bend ; 
 then blows upon the centre with a heavy sledge hammer were given with- 
 out making the least impression. 
 
 The plain sheet without corrugations was then placed upon the 
 blocks in precisely the same position ; it bent at once to the floor, not 
 Jiaxing rigidity to bear its own loeigM. 
 
 It was ascertained that by increasing the thickness of the plain sheet 
 tenfold it would not then be equal in rigidity and obstructive strength 
 to the thin corrugated sheet, by increasing the thickness, a correspond- 
 ing increase in weight would be the result, making the material too 
 heavy for the purpose, the essential qualities of a Life-boat being 
 strength, buoyancy and lightness. 
 
 In the principle of Mr. Francis for corrugated metal vessels, all these 
 qualities have been amply proved to reside by severe tests, and the 
 actual service of many years. 
 
 Some years after the time of which we are writing, in the Woolwich 
 Dock yard, England, one of the Francis Metallic corrugated Life-boats, 
 was subjected to a test that no boat could be expected to withstand. It 
 so ably sustains the point we are illustrating, that we make the follow- 
 ing quotations from a London Journal of that date, in relation to the test. 
 
42 HISTORY OF LIFE-SAVING APPLIAll'CES. 
 
 A corrugated metal boat of the Francis patent, twenty feet long, 
 was filled to the gunwale with paving-stones, then hoisted by tackle 
 attached to the bow and stern, some ten, or more feet above a rocky sur- 
 face, and then cut loose; to the surprise of all who witnessed the experi- 
 ment, she did not receive the least injury, as she was at once launched, 
 and rowed to the Dock. 
 
 The inherent strength of a corrugated Life-hoat, or Life-car, is 
 stamped within its own structure, "each corrugation forming a brace, or 
 support in ctymhination." 
 
 After Mr. Francis had proved his ability to make corrugations in 
 iron, in curved, or irregular lines, he turned tiis attention to the 
 construction of his Life-car, which he had temporarily laid aside, for the 
 want of suitable material with which to build it. He made a series of 
 costly experiments in endeavoring to adapt the theory, and principles he 
 had conceived so long before, to the practical construction of the Life-car. 
 
 It was first necessary to make heavy cast iron dies, to form the cor- 
 rugated sheet of iron to the prescribed shape of the body of the car; 
 these dies were three tons weight, costing six thousand (16,000) 
 dollars, and operated by hydraulic pressure of eight hundred tons. 
 Many imperfect cars were made, and thrown aside, before a perfect one 
 could be obtained; in the meantime, he was adapting the principle of 
 corrugated iron to his several inventions, as mentioned above, and at the 
 same time, by the assistance of his foreman, Mr. Wm. H. Navarro, (now 
 living at (ireen Point, Long Island) he was actively engaged in the man- 
 ufacture of the "Nautilus Self -inflating Life-preserver," on a large scale, 
 this invention deserves here a passing notice. 
 
 The Nautilus, was very simple in its construction, but very useful as 
 it required no time to inflate it, the simple act of putting it around the 
 chest, inflated it sufiiciently for any practical purpose. The following is 
 an extract from a report to the American ShipwrecJc Society, by a com- 
 mittee appointed to examine the Nautilus: 
 
 "We do not hesitate in saying that it is decidedly an improvement, and prefer- 
 able to the Life-preservers now in use, or to any other instrument designed for the 
 same object, and we cordially recommend it to the traveling public, who may be 
 exposed to danger upon the water." 
 
 (Signed,) JAMES TALMADGE, ) 
 
 VALENTINE MOTT, C Committee. 
 JAMES D. P. OGDEN, ) 
 
 We extract the following from the minutes of the proceedings of the 
 American S7iipwrecJc Society : 
 
 "New York, April 14th, 1845. 
 
 " Resolved. That the Nautilus Life Preserver be recommended to the public for 
 general use, for the following reasons, viz.. 
 
 " First. A person may prepare himself for the water with it in two seconds, if it 
 is at hand. 
 
 " Second. The aid of the breafh is not required to inflate it, as it inflates itself in 
 the act of putting it around the chest. 
 
 " Third. When around the chest, it is permanently distended, by a simple appa- 
 ratus within it ; consequently the air it contains has no tendency to escape, external 
 pressure of the water being effectually resisted; and if perforated with small holes, 
 it will nevertheless retain its buoyancy for a long time. 
 
 " Fourth. It may be reduced to a very portable size, capable of being carried 
 in the overcoat pocket. 
 
 " Fifth.. It may be inflated in a second and thrown to a person falling overboard, 
 if at hand. 
 
 (Signed.) HENRY MEIGS, Secretary. 
 
NAUTILUS LIFE PRESERVEB,. 
 
 HELL GATE EXPLOSION. 
 
UistORY OF LIFE-SAVIKG APPLIANCES. 4S 
 
 While every invention previously mentioned had its special uses, 
 and became practically valuable, either in this country, or in Europe, or 
 in both, the greatest interest centered in the corrugated Life-car, for to the 
 effort made by the inventor to create the Life-car, the development, and 
 application, of the principle of corrugated iron is due; that development 
 led to its practical application, in several of the inventions of Mr. Francis; 
 and as the corrugated metallic Life-car is the safest means ever discovered, 
 up to the date of this writing, to safely land passengers from a hopeless 
 wreck, on a storm beaten shore; and as it is the direct result of so many 
 years of seeming, hopeless thought, and struggle, the master-piece of the 
 life of one man, unaided in any essential particular by his fellow, it 
 deserves more than a casual notice; its record of duty, and fact, should 
 be written in letters of gold; upon the pages of history, as its service is 
 written upon the hearts of those who to-day mingle in the busy scenes of 
 life, only through its effectiveness, as a Life-saving appliance. 
 
 We shall shortly append the history of the individual Life-car, now 
 in Washington, there to remain forever; which history written upon its 
 deck, will in the future speak more eloquently than words can do, of the 
 value to humanity, of that individual product, of the brain of Mr. 
 Joseph Francis; and when science, and philanthropy, seek in future time 
 to place a " laurel wreath " upon the names of the dead, who represented 
 mechanical thought, one will surely " enshroud " the name of the inven- 
 tor, who spent a lifetime in humanity's cause, without special reward, 
 except that which comes to every one who tries to alleviate the dangers, 
 and suffering, incident to " those who go down to the sea in ships ;" — If 
 we may further accept the results of that mechanical skill, that led him 
 to prepare the only material yet known to be effectively employed, in 
 saving life from wrecks, under extremely adverse circumstances, and that 
 reward, is but the natural wage of he who labors, either with his head 
 or hands. 
 
 While Mr. Francis continued the manufacture of the corrugated 
 metallic Life-boats, and cars, of his own invention, and supplied steam- 
 ships; notably the Collins line; and other sea going ships, it. was not 
 until the year 1847 that he was able to manufacture a Life-car, that he 
 then, and has ever since, pronounced absolutely perfect ! Knowing its 
 value to every sea going ship, and to the interests that the government, 
 and the naval department especially, are bound to protect, he sought 
 the secretary of the treasury in person, and laid his invention before 
 him. His reception would have dampened the ardor of a less persistent 
 man. Said the secretary: "There is no means known under heaven, 
 nor will there ever be, of saving life under circumstances such as you 
 recount; beside the government cannot affort to try experiments. Try 
 your Life-car, and if it will do anything like what you represent, you 
 may rest assured the government will adopt it." 
 
 This corrugated metal Life-car was the personal property of Mr. 
 Joseph Francis, and he at once determined to place it on an exposed 
 portion of the New Jersey coast, and await an opportunity of practically 
 testing its qualities. 
 
 He did so, placing it near a dangerous part of "Squan Beach ;" there 
 it remained until it made its own record, and proved the usefulness of 
 the invention by saving 200 lives from the wreck of the British ship, 
 Ayrshire, January 12th, 1850. 
 
 Immediately after it was taken to the factory of Mr. Francis, and the 
 record of its services, was painted on its deck, by a foreman in his employ, 
 Mr. Wm. A. Navarro. 
 
44 iilSTOEY OF LIFE-SAVING APPLIANCES. 
 
 This was the first corrugated metal Life-car, or in fact Life-car 
 of any kind, that had ever been placed on any portion of the coast of 
 the United States ; nor was there another one of any kind on the coast in 
 the United States, as all the imperfect corrugated metallic Life-cars, that 
 had been made by Mr. Francis (and he was the inventor, owner, and 
 possessor of the only set of dies in existence from which they could be 
 made) were at that time at sea, either on board of government ships, or 
 on the Collins line of steamers. 
 
 In the meantime, while Mr. Francis had been perfecting the Life-car 
 just spoken of, he had been applying his principles of corrugated metal, 
 to several of his inventions enumerated above ; notably, to con-ugated 
 metallic Life, and Life-surf boats, and to iron and copper barges ; models 
 of which had reached different parts of Europe. 
 
 As a result he received orders at his factory in New York, for a 
 number of corrugated Copper Barges, for the king of the two Sicilies, 
 and corrugated Iron Barges, for the Emperors of Russia, Japan, and 
 Brazil. 
 
 The following communication was received from the Sicilian King, 
 through C. R. Martascello, cTiarge de' affaires for the king: 
 
 " New York, December isth, 1846. 
 
 " Joseph Francis, Esq. Sir, as soon as your valuable invention of the Life-boat 
 was here announced, I thought it my duty to inform my government of its utiHty 
 and advantages. 
 
 " While the genius of many scientific men is exhausted to obtain what will most 
 speedily anihilate his fellow man, you may be proud of so many lives saved by your 
 own talent; and if any man is entitled to the public esteem, and favor, for his exer- 
 tions in behalf of humanity, you have a full right to be placed among the most 
 prominent. 
 
 "This was reported to my government and orders were forwarded. Upon receipt 
 of the boats, they were highly appreciated, and the king, to show you his royal 
 satisfaction, has ordered a. gold medal io be sent to you, without regard to expense; 
 a testimonial which will command respect in all Europe, and be an acknowledge- 
 ment among your fellow citizens, as a rich reward of meritorious service. 
 
 "It afibrds me great pleasure to be the medium between my government and 
 yourself." 
 
 " Accept ray best respects, C. R. MARTASCELLO, 
 
 (Signed.) Charge d' Affaires to his Sicilian Majesty." 
 
 The Sicilian presentation was a medal of refined gold, two and one- 
 half inches in diameter, and one-fourth of an inch thick, with an em- 
 bossed profile of the king on one side, and significant inscriptions upon 
 the other. 
 
 The corrugated iron Military Pontoon wagon, deserves a special 
 mention here, as being one of the useful inventions of Mr. Francis, that 
 was very generally adopted by our own government, as well as th^ gov- 
 ernments of Europe. Its utility became so apparent that it will receive 
 a more extended notice under appropriate dates ; we may however be 
 pardoned; for introducing here the following official record. 
 
 Captain Stewart Van Vleit, United States Army, in his oflicial 
 report to the war department, December 14th, 1855, says : 
 
 "When I left Fort Leavenworth, I procured of Gen'l Harney, six 
 metallic wagons, and for the purpose of testing them, loaded them in the 
 ordinary manner, with 2,000 to 2,500 pounds each, and subjected them to 
 the same treatment, as the other wagons. I had no opportunity of try- 
 ing them until I reached the " Big Sioux " the boundary line between 
 
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HISTORY OF LIFE-SAVING APPLIANCES. 45 
 
 Minnesota and Iowa; at this point, the river was wide and deep; I 
 crossed the river without trouble ; I found the bodies, to be a most excell- 
 ent boat, very buoyant ; and capable of sustaining a great weight. The 
 wagons which I experimented with, had been subjected to the rough 
 treatment of a march over 1200 miles, through broken, and * uneven, 
 ground, and the result after such usage, I considered very satisfactory; 
 the result of my experience with the metallic wagons is briefly this ; 
 that I consider them of great importance to an army in the field, where 
 rivers are deep. Lashing the bodies together, two and two, a good and 
 substantial bridge can be made, over which troops in an unbroken line, 
 can march with ease, and safety." 
 
 An invention of Mr. Francis subsequently introduced, and used very 
 generally by the U. S. Army, — but not mentioned in the list of inven- 
 tions that follow in this work, — deserves a favorable notice here. It was 
 called the Military Portable Folding Bedstead. They were so arranged 
 as to fold into a very small compass, and while sufficiently strong for 
 duty, were very light. 
 
 Col. Thomas told Mr. Francis of the necessity of something light, 
 and portable for hospital purposes, with a rapidly moving army ; repre- 
 senting that many lives were lost for lack of something, in the shape of a 
 light portable bedstead, to keep patients from the cold, and dampness 
 incident to their being placed upon the ground, and asked him if he 
 could invent something to supercede the cumbersome, unwieldly, yet only 
 tangible support then in use, for men "on the sick list." Mr. Francis 
 answered that he could, and shortly after appeared with a model of the 
 " Military Portable Folding Bedstead." The general was so pleased with 
 its efficiency, that he gave an order for a thousand upon the spot. 
 
 The remark is made (and repeated) in this work, that Mr. Francis' 
 inventions are life saving, either direct or indirectly; yet many may ask, 
 " but where does the life-saving qualities of the corrugated iron military 
 pontoon or army wagon come in? With the report of Capt. Van Vleit 
 fresh in our memory, showing the adaptability of those wagons to service 
 as boats and for the quick construction of bridges, we will quote an extract 
 from the life of Lincoln, and leave the reader to draw his own conclusions, 
 as to what might have been the effect, if the wagons necessary to draw 
 the daily substance of the army had been Francis' Metallic Army Wagons, 
 instead of the useless, (for water transportation either of men or subsist- 
 ence,) ordinary wooden army wagon. 
 
 In this instance alone 12,000 lives were lost or jeopardised, where 
 with the means of quick transportation, an unoccupied fort in a com- 
 manding position, could have been captured without the loss of a 
 life. The extract shows what destruction it did have on a brave few ; and 
 the difference in the "might have been" is painfully apparent. The 
 following is the extract referred to : 
 
 "When Gen. Burnside succeeded Gen. McClellan in command of 
 the army of the Potomac, on the 7th Nov. 1862, that army was at 
 Warrentown ; the rebel forces falling back before it toward Richmond. 
 
 Deeming it impossible to force the enemy to a decisive battle, and 
 unsafe to follow him to Richmond, on a line which must make it very 
 difficult to keep up the communications. Gen. Burnside, on the 15th, 
 turned his army toward Fredericksburg, marching on the north bank of 
 the Rappahannock, intending to cross the river, take possession of 
 Fredericksburg, and march upon Richmond from that point. 
 
 The advance division of Gen. Sumner arrived opposite Fredericksburg 
 on the 19th, but a pontoon train which had been ordered, and was ex- 
 
46 HISTOET OF lIFE-SAVIUrG APPLIANCES. 
 
 pected to be there at the same time, had not come, so that crossing at the 
 moment was impossible. The delay that thus became unavoidable, 
 enabled Gen. Lee to bring up a strong force from the rebel army, and 
 possess himself of the heights of Fredericksburg. On the night of the 
 10th of 'December, Gen. Burnside threw a bridge of pontoons across 
 the river (further up) and the next day constructed four bridges. On 
 the 11th and 12th, his army was crossed over, and on the 13th attacked 
 the enemy, Gen. Sherman commanding the front and Gen. Franklin 
 having command of a powerful flanking movement against the rebel 
 right. The rebels, however, were too strongly posted to be dislodged. 
 
 Our forces suffered severely, and were unable to advance. On the 
 night of the 15th, thej^ were therefore withdrawn to the opposite bank of 
 the river. Our losses in this engagement were one tJiousand one hundred 
 and tJiirty-eight killed, nine thousand one hundred and thirty-eight 
 wounded, two thousand and seventy-eight missing. Total twelve thousand, 
 three hundred and twenty- one. 
 
 Condensed extracts from the report of the Secretary of the Navy to 
 the Congress of the United States, being piirtions of a report made by 
 Lieut. W. F. Lynch, United States Navy, of an exploration of the Dead 
 Sea: 
 
 " United States Storeship Supply, November, 1848. 
 "To the Hon. J. G. Mason, Sec. U. S. N., Washington, D. C. : 
 
 " I have the honor to report that in obedience to your order of Sept. 
 30th, 1847, 1 assumed the command of this ship, on the 2d day of October, 
 following. 
 
 " By your special orders I obtained two of Francis Metallic Life-boats, 
 and while the ship was being equipped, procured the various articles 
 deemed necessary for the successful results of the contemplated attempt 
 to descend the River Jordan, and explore the Dead Sea. 
 
 "On the afternoon of March 31st, 1848, we succeeded in landing the 
 boats and all our effects ; the next day we transported them to the banks 
 of the river Belus, near Acre, where we pitched our tents that evening, 
 
 " While encamped near Acre, we heard the most alarming accounts of 
 the hostile spirit of the Arab tribes on each bank of the Jordan ; these 
 were moreover, in a measure, confirmed by a party of American travelers, 
 who had been attacked two nights previous, under Mount Tabor ; but I 
 had fall confidence in our resources. 
 
 " Our route was over high mountain ridges, and through deep, and 
 seeming impassable gorges ; but we succeeded, and on the 8th launched 
 the boats upon the placid waters of the Lake Tiberius. 
 
 "On Monday, April 10th, at 2:30 P. M. we started ; after leaving the 
 lake, we passed the village of Semakh on the left, and soon came to the 
 ruins of a bridge of the same name ; the fragments of the bridge entirely 
 obstructed the channel, except a narrow place towards the left bank, where 
 the pent up waters find an issue, and run in a sluice among the scat- 
 tering masses of stone ; after reconnoitering the rapids, we shot down the 
 sluice ; the leading boat was whirled against a rock, where she hung for 
 a few minutes, but was got off without damage. 
 
 "Tuesday, April 11th, we started at 8:40 A. M.; the current at first 
 was two knots per hour, but increased as we advanced, until we came to 
 where the river, for more than 300 yards, was one foaming rapid; a 
 number of fishing weirs, and the ruins of another ancient bridge, ob- 
 structing the passage. 
 
 " After five hours severe labor, we got the boats through ; the metallic 
 
HISTORY OF LIFE-SAVING APPLIANCES. 47 
 
 ones without injury, but the wooden one so badly shattered, and strained, 
 that she sunk shortly afterwards, and we were obliged to abandon her. 
 Had our other hoats been of wood, they would have shared the same 
 fate;—^ blow that only indents a metallic boat, would fracture a wooden 
 one. 
 
 " Thursday, April 13th, succeeded in getting the boats safely down 
 the rapids uninjured save a few indentations in their bilge ; as we would 
 this day approach the lower groor which is traversed by hostile tribes ; 
 to be prepared, I mounted our heavy blunderbuss, on the bows of the 
 leading boat. 
 
 "At 10:40 descending an ugly brawling, shelving rapid she struck a 
 rock, just beneath the surface of the water, and broaching broadside on, 
 was thrown upon her bilge ; taking in a great quantity of water, but all 
 hands jumping overboard, her combined strength, and buoyancy, carried 
 her safely over, though for some minutes we feared she would go to 
 pieces ; the river to-day varied from five, to six knots velocity of current ; 
 we descended twelve rapids, three of them formidable ones. 
 
 " Friday, April 14th, the boats this morning had little need of oars, to 
 propel them ; the current carrying them down at the rate of four miles 
 per hour ; the width of the river has varied from seventy yards, and two 
 knots current, to thirty yards, with six knots current ; we struck three 
 times on sunken shoals to-day, and the last time, nearly lost the leading 
 boat. 
 
 " Saturday, April 15th, we started at 8:24, A. M. and at 9:34 passed an 
 ugly rapid, by 'Muddy Molaskin,' (ravine of salt) with a small stream 
 of water running down. 
 
 " Monday, April 17th, we started at 6:25 A . M. ; the river forty yards 
 wide, and seven feet deep, flowing at the rate of six knots, with driftwood 
 in the stream, many large trees, some of them uprooted ; at 4:52 P. M. we 
 passed down wild, and dangerous rapids, sweeping by the base of a per- 
 pendicular hill. 
 
 " Tuesday, April 18th, at 3 A. M. roused with the intelligence that the 
 pilgrims were coming, and were obliged to move our tents a little higher 
 up ; in respect for the sanctity of the place, the boats were moored lower 
 down, on the opposite side, but kept in readiness to rescue any of the 
 pilgrims who might be in any danger of drowning. 
 
 '' At 1 :45 P. M. started with the boats for Ain el Feshkak, (fountain of 
 the Stride) on the north-west shore of the Dead Sea, a few hours distant, 
 at 3:25 P. M. passed by the extreme point, where the Jordan is 180 yards 
 wide, and three feet deep, and enters the Dead Sea; as we rounded the 
 point, a fresh north-west wind was blowing, which soon freshened into a 
 gale, and caused a heavy sea, in which the boats labored excessively ; 
 the spray was painful to the eyes, and skin, and evaporating as it fell, 
 left incrustations of salt upon our faces, hands, and clothing. 
 
 " Wednesday, April 19th, we noticed an entire absence of sea shells, 
 or of rounded pebbles upon the beach, which was covered with minute 
 fragments of flint ; and the foot prints we made at landing, were, at our 
 return an hour after, encrusted with salt. Made arrangements to transport 
 the boats in sections across Jaffa, via Jerusalem. 
 
 " It gratifies me to state that the boats are in almost as good a condi- 
 tion as when we received them. 
 
 "The above references to the 'flinty shore,' the 'foot print,' so soon 
 covered with salt, the transport of the boats in sections, show, that al- 
 though hauled on such a beach, covered with sharp flint, every night, 
 and being constantly in such salt water as that sea, and roughly trans- 
 
48 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 ported in sections, the boats were not destroyed, but returned in almost 
 as good condition as when new. The two boats are now stored as relics 
 in the New York navy yard." 
 
 We quote the above lengthy verbatim extracts from the report of the 
 Dead Sea expedition, to show the severe practical tests to which the 
 Francis corrugated metallic Life- boat had been put, up to that time; the 
 appreciation of their merits is best shown in the following extract from 
 a letter from the commander of the expedition, Capt. W. F. Lynch. 
 
 " March 19th, 1849. 
 " If in any way 1 can serve you by making known the excellent qualities of your 
 metallic Life-boats, I feel bound to do so, for with no othe^ kind of boat, homever 
 strongly constructed, C0*.ld the descent of the Jordan have been accomplished, and the 
 expedition must have been unsuccessful without them. 
 
 " With great respect, your obedient servant, 
 (Signed,) W . F. LYNCH, U. S. N." 
 
 " To Joseph Francis Esq.," 
 
 The two following letters were written to the late Gen. John A. Dix, 
 and speak for themselves. 
 
 "Lynchburg, Va., Sept. 27th, 1846. 
 
 " Dear Sir — Your kind favor of the 15th inst. followed me up the valley, and 
 was received yesterday ; any suggestion from you would command respect ; but the 
 present jumps accordant with my inclination. I have this morning written to 
 Messrs. Lea & Blanchard, desiring them append the notice you suggested to the 
 preface or introductory of the first forth-coming editton of my narrative. 
 
 "I would have said as much in the first edition, but that I felt my feeble voice was 
 not required to sustain the well earned and wide extended fame of Mr. Francis, 
 whom I know well, and esteem highly. 
 
 " I take the liberty of enclosing a note for your son. 
 
 " With high respects, your obedient servant, 
 
 (Signed,) W. F. LYNCH, U. S. N." 
 
 "To Gen. John A. Dix." 
 
 " Baltimore, M. D., Oct. 24th, 1849. 
 "Dear Sir — When in New York last week I called at your house, but was unfortu- 
 nate in not finding yourself and family at home. 
 
 "The enclosed has been in my pocket for some time, to show you that I have not 
 been unmindful of your suggestions respecting Mr. Francis. 
 
 " Of the work of that gentleman, by which, I mean his ' metallic Life-boat,' I 
 have repeatedly expressed a favorable opinion, to the bureau of construction. If 
 you think I can do anything more, be pleased to advise me, direct to this place. 
 
 " With great respect, your obedient servant, 
 (Signed,) W. F. LYNCH, U. S. N." 
 
 " To Gen. John A. Dix." 
 
 Extract from a letter of one of the members of the Dead Sea expedition. 
 
 " March 19th, 1849. 
 " Being one of the party attached to the ' Dead Sea expedition ' under Lieuten- 
 ant Lynch, I would state, that but for the metallic boats, we never could have 
 accomplished the descent of the river Jordan. No other kind of boats could have 
 bounded over rocks, and down such deep, and dangerous rapids. To these boats we 
 owe our lives, for had they failed, as did the one wooden boat we had, we must have 
 been thrown on the shore, and been murdered by the hostile Arabs ! 
 " To Joseph Francis." Signed, JOSEPH C. THOMAS." 
 
 Both boats by order of the navy department were ordered to be pre- 
 sented to the Brooklyn navy yard as a sacred relic forever. 
 
HISTORY OP LIFE-SAVING APPLIANCES. 49 
 
 From the hundreds of testimonials from reliable sources, which lie 
 before us, showing the value of the several inventions of Mr. Francis, 
 based upon his principle of "corrugated metal," and manufactured 
 solely for the preservation of human life, we select the following, from 
 the pen of Lieut, Charles V. Morris, now commanding the United States 
 naval station at Sackett's Harbor, N. Y.,— and who was formerly attached 
 to the N. Y. navy yard, at Brooklyn. 
 
 " Washington, August, 1852. 
 
 "I have been in possession of three of ' Francis' metallic Life-boats' for a length 
 of time, and have tested them in the severest manner. 
 
 " They are fire-proof, worm-proof, will not corrode, or rot, always tight, and 
 ready for service in every climate, and when hung to the " davitts " six months, or 
 a year, they are then ready for lowering into the water. The concussion of cannon 
 has no effect on them. They are superior to Wooden boats in every sense, more 
 buoyant, more economical, and cannot become water soaked. 
 " I am, dear sir, your most obedient servant, 
 " To Joseph Francis, Esq." " CHARLES V. MORRIS, U. S. Navy." 
 
 Lieut. Morris is now 83 years of age, and has spent most of his 
 life in the service of his country, having served sixty-six years. 
 
 His father was the late Gen. Jacob Morris, of "Morris," Otsego 
 Co., N. Y., and his grandfather was Lewis Morris, one of the signers of 
 the Declaration of Independence. 
 
 Lieut. Charles V. Morris was born in Morrisania, Westchester 
 County, N. Y. After many years of valuable service, he was retired, (at 
 his own request) on account of ill health, and purchased a homestead in 
 Michigan. For many years he ranked as master, and in that capacity 
 was often in command of ships. At the commencement of the war of 
 the rebellion, he returned to the service, and took the celebrated Col. 
 Ellsworth on his vessel to Alexandria. 
 
 He was for a long time in command of the man of war, Alleghany. 
 In 1844, and previous to that time, he was attached to the Brooklyn 
 Navy Yard, N. Y. In the early part Of that year he was detached from 
 that navy yard by order of the navy department, and instructed to 
 report to the Washington navy yard at which post he served many 
 years. 
 
 At the time of the exhibition of the corrugated military pontoon 
 wagon, and the corrugated metal Life-car, (both inventions of Mr. 
 Francis) before the President and his cabinet, at the arsenal, in Wash- 
 ngton, and of the celebrated Life-car, before both Houses of Congress, 
 in the Kotunda of the Capitol, in Washington, Lieut. Morris had charge 
 of the exhibitions ! 
 
 After the war he was placed in command of the naval station at 
 Sackett's Harbor, at which post he still remains. His record throughout 
 his life, both in the service, and in civil life, has been a most honorable 
 one. We have diverged from our history in order to show the unimpeach- 
 able integrity, and patriotic services of this distinguished family, from 
 the revolution to this day. 
 
 Kejecting the imperfect experimental Life-cars he had manufactured 
 between 1843 and 1848, in the latter year Mr. Francis caused a Life-car 
 to be manufactured under his own special supervision, and produced the 
 first perfect Life-car ; after experimenting with it, and putting it to 
 severe practical tests to prove its strength, he placed around the gunwale 
 on the outside a canvas and cork fender to prevent injury from concus- 
 
50 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 sion against a wreck ; the car thus completed remained in his factory 
 until the latter part of 1848; when among others who called was a 
 gentleman who desired Mr. Francis to remove the cork fenders, and sub- 
 stitute India rubber ones, which he was desirous of introducing; this 
 being objected to, he left, but called the next day, accompanied by 
 another person ; stepping towards the Life-car he demanded in a pomp- 
 ous way, that the cork fenders be removed and the India rubber ones he 
 had brought should be put on. Mr. Francis still refused, and asked him 
 who he was, and by whose authority he attempted to interfere with his 
 private business ? He replied, " I inform you that I am an officer of the 
 U. S. revenue marine, and am acting as superintendent of life stations 
 on the coast, by authority of the secretary of the treasury, and I order 
 you to remove the cork fenders!" and turning to the man with him, 
 ordered him to remove them ! Mr. Francis replied " that it was a matter 
 of indifference to him whether he was the ofiicial he represented himself 
 to be or not ; the cork fenders would not be removed without his consent." 
 The officer answered, " I shall inform the secretary of the treasury that 
 my orders are disobeyed." Mr. Francis said : " I have no objections to 
 your complaining to the Secretary, and I beg you will inform him that 
 this Life-car, as well as all the boats and material in this factory, are my 
 private property, and neither the Secretary or any subordinate has a 
 right to interfere with my private property or business." 
 
 The officer called forward the man who had come with him and 
 said : " This person is an agent for an india-rubber factory, who intends 
 to put his ' rubber fenders ' around all boats in the United States." Mr. 
 Francis said "he had no right or desire to prevent his friend from put- 
 ting rubber or anything else around all the boats in the United States 
 except his, but he did not wish to jeopardize his invention for life-saving 
 by the adoption of a fender open to so many objections." 
 
 The rubber agent then impertinently said : "If you don't consent to 
 use rubber we will destroy your business and make you suffer." Mr. 
 Francis was subsequently informed that the profit, which would amount 
 to a colossal fortune if the fenders could be forced on all boats in the 
 United States, were to be divided with the officer if he could force the 
 adoption of rubber through Mr Francis. 
 
 The Life-car spoken of above was the first one ever seen by the offi- 
 cer. Nine years later, while Mr. Francis was in Europe, this same officer 
 claimed to have invented the said Life-car about the above date. The 
 rubber agent alluded to tried in vain to induce the chairman of the Sen- 
 ate Committee (Grovernor Davis) to introduce a clause in the Steamboat 
 Law, then being drafted, making the use of rubber fenders obligatory. 
 It occurred to Mr. Francis that it could do no special harm to have the 
 india-rubber fenders practically tested, if possible, to demonstrate their 
 worthlessness by experiment. 
 
 The result will be found in the report of John Maxen, who first 
 used the Ayrshire car at the wreck of the ship January 1, 1850, in which 
 the writer says : "One of the india-rubber jloats was full of water and 
 the other full of air, notwithstanding which the Life-car did its work 
 faithfully and well. 
 
 The Life-car remained in this state upon the beach, with no special 
 incident occurring, until the 12th of January, 1850, when the British 
 ship Ayrshire, having become disabled, was driven on shore at Squan 
 Beach, during a terrific snowstorm. She had 201 persons on board, and 
 after striking the beach lay there stranded, the sea breaking over her* 
 
HISTORY OF LIFE-SAVING APPLIANCES. 51 
 
 and the surf rolling in so Mgh that it was impossible for any boat to 
 reach her. 
 
 Fortunately the Life-car was at hand, and there was no time for de- 
 lay, as the ship might go to pieces at any moment. 
 
 The mortar line was thrown over the wreck and caught by the crew ; 
 a hawser was then hauled on board by that line and made fast to the 
 mast ; the shore end of the hawser was passed through the rings of the 
 Life-car and made fast to the shore ; the Life-car was then drawn to the 
 wreck and loaded with its human freight, and the hatch closed, shutting 
 them in securely. In three miniites the first carload was landed safely, 
 and the trips to and fro were then repeated until every soul on board, 
 except one, was landed safe and dry. The loss of this one life was in 
 consequence of an attempt made by an uncle to go with his nieces and 
 their mother in the car ; not being allowed to do so he jumped upon the 
 outside of the car as she started and was instantly washed off and 
 drowned. 
 
 John Maxen, the superintendent of the Life-saving stations, wrote 
 to Walter R. Jones, concerning the wreck, as follows : 
 
 " I superintended the rescue of the passengers on board the wrecked 
 Ayrshire. Sending the line on board by the mortar, and by the means 
 of the metallic Life-car, landed all the passengers and crew except one, 
 two Tiundred in all, which, in my opinion, could not otherwise have 
 been done as the sea was so bad no open boat could live," 
 
 During the whole time of landing the passengers from the wreck one 
 of the "india-rubber fenders," which Mr. Francis objected to but after- 
 wards allowed to be put on as an experiment, was full of water — having 
 been punctured — and the other filled with air, which showed the ability 
 of the Life- car to do its work in a heavy surf, even under such disadvan- 
 tages as having air on one side and water on the other, in the india-rub- 
 ber floats." 
 
 The rescued passengers were kindly taken by the fishermen and 
 surfmen to their humble homes, where they were put in possession of 
 whatever comforts were at hand. Many thrilling scenes and personal 
 adventures were recorded by the press at the time, but the papers con- 
 taining them, with much other valuable memoranda in the possession of 
 Mr. Francis, have been lost or mislaid. 
 
 Two ladies — Mrs. Reed, now living in Barrow street, and Mrs. Bell, 
 in Fifty-fifth street, New York city — ^were among the rescued, and while 
 too young to remember many of the incidents connected with the wreck, 
 they have not forgotten the terrible storm, the horrors of an impending 
 watery grave, or the circumstance of being lashed to the rail of the dis- 
 abled ship by the mate until they could be safely placed on board the 
 Life-car and taken on shore. 
 
 At a recent fair of the American Institute, held in New York city, 
 the self- same Life-car, with the record of its noble service at that wreck 
 painted on its deck, was loaned by the Central Park Commissioners, with 
 the consent of Mr. Francis, to the managers of the fair, to be exhibited 
 as a relic. 
 
 The ladies referred to above were at the fair, and gazed with tender 
 regard upon the Life-car that saved their lives in that fearful storm. 
 The following appeared in a morning paper at the time : 
 
 "by one of the saved— inventor FKANOIS HAS A SICK ROOM RE- 
 CEPTION — WRECK OF THE AYRSHIRE. 
 
 "JJoseph Francis, the inventor of the noted Life- car, called after him, 
 
52 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 which has been the instrument of saving so many valuable lives, both on 
 American and foreign coasts, was tendered a reception this morning 
 while yet sick in bed at the Stevens' House, suffering from the injuries 
 sustained by falling on the slippery sidewalk about three weeks ago. 
 
 "It was the intention of his friends to meet and celebrate the thirty- 
 fifth anniversary of the first time the Life-car was ever put in active ser- 
 vice on our coast, it being on the night of the 12th of January, 1850, 
 when the good ship Ayrshire came ashore off the New Jersey coast, 
 having on board 201 passengers, all of whom were safely landed with 
 the exception of one man who jumped overboard. He was a man named 
 Bell, whose family were safely in the Life-car, being pulled to the shore. 
 He despaired at being separated from his family, jumped overboard and 
 attempted to cling to the car, but was washed away by the heavy seas. 
 
 "Among those who gathered together this morning was Mrs. A. E. 
 Bell, who was a passenger on the ill-fated vessel. She told the aged in- 
 ventor and philanthropist the following story of it : 
 
 " The ship Ayrshire, on which we were passengers, left Newry, Ireland, on the 
 evening of December 26, 1849, and it was exactly six weeks from the time we left 
 home until the ship went ashore. Our party numbered thirteen in all, my sister and 
 myself being the youngest. She was ten years and I was only eight ; the rest of the 
 family made up the full thirteen. But though I was so young at the time, every in- 
 cident and detail of that fearful night seems to be indelibly marked on my memory. 
 
 " It was blowing almost a hurricane, and the vessel had been tossing and roll- 
 ing under short sail for the twenty-four hours previous. Not much sleep had the 
 passengers indulged in, but those who had slept were rudely awakened at midnight 
 by a terrible, ominous shock.. The ship stood upright and perfectly still for one aw- 
 ful moment. After that it monotously pounded on the shore. Most of the passen- 
 gers kept very cool and appeared to know better what to do than did the captain, 
 officers and crew. 
 
 " It was about one or two o'clock when we saw a flash from the shore, followed 
 by a report and a line which fell across the ship, through which means the Life-car 
 was afterward hauled back and forward from the ship and to the shore. The line 
 was attached to a shot which was fired from a mortar, I afterwards learned, and Cap- 
 tain William Charles Maxson, who was the keeper of the Life-saving station, was the 
 man who applied the match. 
 
 " All the passengers who were down below when the ship struck were obliged to 
 come on the upper deck in the freezing weather with scant clothing on them, on ac- 
 count of the water coining in below. About fifty of the women and children were in 
 the mate's house on deck, a room hardly twenty feet square, and the water got in 
 there after a while, so that the children had the water up to their knees. 
 
 " The ship lay over so that one side was almost under water and men were com- 
 pelled to come and pass strips of blanket and ropes around the women for fear they 
 would slip overboard. The waves beat against the weather side of the ship with fear- 
 ful force, keeping a continual shower of water flying over everybody who was on 
 deck. The last of the passengers were taken off the ship on the following day, nearly 
 every one having been carried ashore in that little car, which would only carry four 
 at each trip. 
 
 " After we got on shore it was found that some of us had our Hmbs frozen, mine 
 among the rest, but we were very kindly treated and cared for by Mrs. Maxson and 
 one or two otherladies who lived in the vicinity. Some of the passengers, I believe, 
 proceeded direct to New York and Philadelphia, where they had friends, but not one 
 of them left without offering up a heartfelt prayer of gratitude to God and for your 
 welfare" (turning to Mr. Francis, whose wan face beamed with happiness) "and I do 
 not think any one of them will ever forget that your car was our salvation on that 
 fearful winter's night." 
 
lliSTOEt OF tIPE-SAVl*rG APPLIANCJl)S. 63 
 
 In strange contrast with the above, where every life was saved but 
 one by means of Francis' corrugated metallic Life-car, stands the recital 
 of the wreck of the bark Mexico, which occurred afterwards, where no 
 Life-saving appliance was at hand. We give the sad record below. 
 
 The following extract of a letter written to the editor of the Bos- 
 ton Mercantile Journal gives an affecting description of the appear- 
 ance after death of the unfortunate individuals who were lost in the bark 
 Mexico, lately shipwrecked on the Long Island beach : 
 
 " On reaching Hempstead I concluded to go somewhat off the road 
 to look at the place where the bark Mexico was cast away. In half 
 an hour we came to Lott's tavern, some four or five miles this side of the 
 beach, where the ship lay, and here in his barn had been deposited 
 the bodies of the ill-fated passengers who had been thrown upon the 
 shore. I went out to the barn ; the doors were open, and such a scene 
 presented itself to my view as I certainly never could have contem- 
 plated. It was a dreadful — a frightful scene of horror ! 
 
 " Forty or fifty bodies, of all ages and sexes, were lying promiscu- 
 ously before me, over the floor, all frozen and as solid as marble, and 
 all, except a few, in the very dresses in which they perished ; some with 
 their hands clenched as if for warmth, and almost every one with an 
 arm crooked or bent as it would be in clinging in the rigging. There 
 were scattered about among the number four or five beautiful little 
 girls, from six to sixteen years of age, their cheeks and lips as red as 
 roses, with their calm, blue eyes open, looking you in the face as if they 
 would speak. I could hardly realize that they were dead. I touched 
 their cheeks and they were frozen as hard and as solid as a rock^ and 
 not the least indentation could be made by the pressure of the hands. I 
 could perceive a resemblance to each other, and I supposed them to be 
 daughters of a passenger named Pepper, who perished, together with 
 his wife and all his family. In the arms of some were to be seen the im- 
 pression of the rope which they had clung to, the mark of the twist 
 deeply sunk into the flesh. I saw one poor negro sailor, a tall man, 
 with his head thrown back, his lips parted and his now sightless eye- 
 balls turned upwards, and his arms crossed over his breast as if im- 
 ploring heaven for aid. The poor fellow had evidently frozen while in 
 the act of fervent prayer. 
 
 "One female had a rope tied to her leg which had bound her to the 
 rigging; and another, a little fellow, had been crying, and had thus 
 frozen, with the muscles of his face Just as we see children when cry- 
 ing. There was a brother and a sister dashed upon the beach, locked in 
 each other's arms, but they had been separated in the barn. All the 
 men had their lips firmly compressed together, and with the most agon- 
 izing expression on their countenances that I ever beheld. 
 
 " A little girl had raised herself on tiptoe and thus was frozen in 
 that position. It was an awful sight, and such a picture of horror was 
 before me that I became unconsciously fixed on the spot, and found my- 
 self trying to suppress my ordinary breathing lest I should disturb the 
 repose of those around me. I was aroused from my reverie by the 
 entrance of a man — the coroner. 
 
 " As I was about to leave my attention became directed to a girl, 
 who, I afterwards learned, had come that morning to search for her 
 sister. She had sent for her to come over from England, and had re- 
 ceived intelligence that she was in that ship. She came into the barn, 
 and the second body she cast her eyes upon was hers. She gave way to 
 such a burst of passionate grief and anguish that I could not behold her 
 
S4 IIISTOEt Oir LIFE-SAVtNG APPLIANCES. 
 
 without sharing her feelings. She threw herself upon the cold and icy 
 face and neck of the lifeless body ; and thus, with her arms around her, 
 remained wailing, moaning and sobbing until I came away ; and when 
 some distance off I could hear her calling her by name in the most fran- 
 tic manner. 
 
 " So little time, it appears, had they to prepare for their fate that I 
 perceived a half-eaten cake and a bunch of keys fall from the bosom of 
 a girl whom the coroner was removing. The cake appeared as if part of 
 it had been bitten and hastily thrust into her bosom, and round her neck 
 was a ribbon with a pair of scissors attached. And to observe the stout, 
 rugged sailors, too, whose iron frames could endui'e so much hardship ! 
 Here they lay, masses of ice ! Such scenes show us, indeed, how power- 
 less and feeble are all human efforts when contending against the storms 
 and tempests which sweep with resistless force over the face of the deep. 
 And yet the vessel was so near the shore that the shrieks and moans of 
 the poor creatures were heard through that bitter, dreadful night until 
 towards morning the last groan died away and all was hushed as death, 
 and the murmur of the raging billows was all the sound that then met 
 the ear. 
 
 " After the storm the wreck was approached, and here and there 
 were seen columns, pillars of ice, which had formed on the frozen bodies 
 as the sea broke over them." 
 
 Who can doubt if one or more of the successful Life-saving appli- 
 ances had been on board that many lives would have been saved from 
 that wreck 1 
 
 We feel we cannot leave this branch of our subject without referring 
 to another incident which, occurring at our very doors and within the 
 memory of many much younger than Mr. Francis, proves the strength 
 and efficiency of the Francis' corrugated metallic Life-boats. We refer 
 to the explosion at Hurlgate, as it was then called. 
 
 In the winter of 1851-52 Professor Maillefert was engaged in remov- 
 ing the immense rocks of Hurlgate. The following record (copied) will 
 give some idea of the ordeal through which the boat passed : 
 
 " Professor Maillefert's mode of procedure is simply the firing of 
 large charges of powder, some 100 to 150 pounds each, laying under 
 water and upon the surface of the rock. The powder is enclosed in a tin 
 canister to which is connected wires, and at the other end a galvanic 
 battery laying in a boat ready to be fired. At each discharge the rocks 
 are split, and a repetition of them have so far succeeded as to admit of 
 our naval vessels passing through the channel without difficulty. A few 
 months since, by some unaccountable mistake, the wires attached to the 
 canisters of powder submerged became deranged with those attached 
 to another canister which lay alongside of the boats, and Professor 
 Maillefert proceeded to touch off the discharge by the galvanic battery, 
 which proved, however, to be the wire which was connected with the 
 canister near the boat. Of course the wooden boat was shattered to 
 ten thousand atoms, and the two men in her dreadfully mangled and 
 killed. Professor Maillefert and his brother-in-law, who were in the 
 Francis corrugated metallic Life-boat, were thrown with the boat by the 
 force of the explosion more than 150 feet. The air chambers in the 
 boat nearest the explosion were torn out and the end of the boat bent 
 up, thus forming a shield, as it were, and protecting the persons in 
 her from the force of the explosion. Reference to the annexed engrav- 
 ing will give the reader some idea of the explosion ; while the letters an- 
 nexed will confirm the evidence already offered to show the strength and 
 
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 o 
 
1 
 
atSTORT 01? LtFE-SAVlNG AJPtLtANCiiS. 56 
 
 ability of the metallic Life-boat to withstand the most violent concus- 
 sions : 
 
 " Pot Cove, Astoria, L. I., loth Feb., 1852. 
 
 " Dear Sir— You state in your letter of yesterday that Mr Joseph Francis wishes to 
 have the two Life-boats, which he has generously lent us for our operations at the 
 Gate, sent to him to be properly overhauled and repaired, after the long and severe 
 trial they have undergone during these last seven months. I should be extremely 
 sorry if I was compelled to part with these excellent metallic Life-boats, even for 
 one single day, as no wooden boats would be able to stand more than a few days 
 the severe service at the Gate without having their planks fairly drawn out of their 
 places, and thereby getting so leaky that nothing but constant bailing could prevent 
 them from sinking. Although these two boats have been subjected to constant and 
 extreme rough usage, having been knocked about amongst sand, ice and rocks, and 
 more or less severely shaken by every one of the powerful concussions produced by 
 the numerous explosions of my great charges of 125 pounds of powder each, which 
 have been fired at Hurlgate, as well as on Diamond Reef, and the effects of which 
 they fully endured, being placed at a distance of some thirty or forty feet only from 
 the submerged explosion. They are still in perfect order, and as sound and as safe 
 as ever ; not a rivet is out of its place, and if they were only painted afresh it 
 would, in fact, be impossible to distinguish them from new ones. 
 
 " The saving of time and expenses for repairs, which wooden boats would have 
 required, is of no small importance ; and, besides this, my men profess suchjunbounded 
 confidence in the safety of these boats that in one of them they will fearlessly stand 
 by me, should it even be directly over the explosion, as was the case on the 12th of 
 November, 185 1. I cannot praise these boats too much, and I confidently trust 
 that Mr. Joseph Francis will let me use them until my operations are ended. 
 "I remain, dear sir, your obedient servant, 
 
 (Signed.) " B. MAILLEFERT." 
 
 " E. Merriam, Esq., New York." 
 
 "Astoria, April 19, 1852. 
 " Joseph Frances, Esq., 
 
 " My Dear Sir — Up to this day I have been- prevented from returning you my 
 very heartfelt thanks for the truly wonderful double preservation from death of my 
 humble self. God in His endless mercy pointed you out to be — through your sub- 
 lime invention, the Life-boat — the means of saving me, first, from being horribly 
 mutilated by the late explosion at Hurlgate ; then, again, from being drowned after- 
 wards ; and to you, sir, do I return my everlasting gratitude. Truly you may feel 
 proud of the hundreds of poor wretches you have already rescued from a watery 
 grave with these same metallic Life-boats. 
 
 " My sight is yet very weak, and I am prevented from writing to you on this 
 subject according to the present state of my feelings ; but, my dear sir, believe me 
 I shall pray the Almighty to preserve your valuable life for a long period of years to 
 be the means of saving others. May your country reward you according to your 
 merit ; and I conclude by saying that, as long as breath is left me, I shall remember 
 that 1 owe my life to you, and that you shall make all the use you can of it, as hum- 
 ble as it is, is the greatest wish of 
 
 " Your ever grateful and obedient servant, 
 
 (Signed.) " B. MAILLEFERT." 
 
 " P. S. — I have also to state that what I have said above is fully appreciated 
 and felt by my brother-in-law, who was at the other end of the Life-boat, and who, 
 consequently, owes his life also to you, 
 
 (Signed.) " B. MAILLEFERT." 
 
 Thousands of testimonials followed, showing the estimation in 
 which the metallic Life-boats and Life-cars were held by the general 
 public. We select the following as being semi-official : 
 
S6 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 KEPORT OF THE SECRETARY OF THE TREASURY. 
 
 Treasury Department, April 20, 1852. 
 
 Sir — I have the honor to report that of the appropriations of the 28th and 30th 
 of September, 1850, of ^10,000 each, made by Congress for locating Life-boats on 
 the coasts of the United States, the sum of ?io,ooo has been expended in pursu- 
 ance of the law, under the direction of the Life-Saving Benevolent Association of 
 New York, by authority of this department, in the building of boat-houses, pur- 
 chase of Life-boats and Life-cars and other articles for saving life and property 
 from shipwreck. The reports received by the department show that many hundred 
 persons have been rescued from imminent peril from shipwrecked vessels by means 
 of these boats, a large portion of whom would probably have perished but for the 
 means of safety placed at command under the authority of Congress. 
 
 The department has adopted the plan of having all the boats made of galvan- 
 ized iron, which possesses not only the advantage of much greater durability than 
 wood, and consequently much less expense, but also that they are always in a proper 
 state for immediate service, which would not be the case with wooden boats after 
 lying in a boat-house for months, by which their timbers and sheathing become 
 cracked and warped and their seams opened. I am, dear sir, yours, 
 
 THOMAS CORWIN, Secretary of the Treasury. 
 To Hon. Linn Boyd, Speaker of House of Representatives. 
 
 " Ship Independence, New York, August 12, 1852. 
 '•' Joseph Francis, Esq.: 
 
 " Dear Sir — Enclosed please find order for two of your metallic boats, each 
 25 feet long, for steamships Star State and Trinity. 
 
 " Those you furnished the steamship Louisiana, in 1850, are as good as new. 
 Although they have had very rough usage in preserving the passengers and crew of 
 the steamship Independence, lost at Cape Cavallo bar in March last ; let me assure 
 you, my dear sir, that no other boats but your metallic boats would have stood the 
 treraendt)us sea. My mate in going to the rescue was in your metallic Life-boat 
 over six hours and finally reached the beach in safety, and he, with the same boat, 
 was the first to reach the ill-fated ship, by which we saved 159 persons. But for the 
 noble qualities of the boat the loss of life would have been immense, as the ship 
 soon went to pieces. 
 
 " Let me return my thanks for the valuable service you have rendered the ma- 
 rine by the invention of these boats. Your obedient servant, 
 
 " JAMES LEWIS, U. S. Mail Steamship Louisiana." 
 
 The following are extracts from the annual report of the Life-saving 
 Service, ending June 30th, 1877 : 
 
 Several hundred spectators had meanv^hile assembled on the beach, 
 and the operations of the life-saving crews were conducted amidst much 
 excitement and applause. By the first trip with the life-car two passen- 
 gers, Mr. Cornell Jewettand his wife, were landed. The regulations of 
 the life-saving service provide that the lives of persons on board a wreck 
 are of paramount concern, the saving of property being a secondary and 
 subordinate consideration, and as considerable baggage had been sent in 
 the car vdth this couple, surfman Cook, of station No. 4, went off in the 
 return car to conduct operations. Under his direction the hauling- line of 
 the life-car on board was attached to and worked by the hoisting enguie 
 of the steamer, while the shore-line was hauled by hand. The labor was 
 actively begun, and by noon numerous trips had been made from the vessel, 
 the life- car carrying on each trip several persons, till 54 passengers, among 
 whom were women and children, and 46 of the steamer's crew, were safely 
 landed. The baggage of the passengers, the mails, and two boxes of gold 
 bullion, weighing 275 pounds each, were then brought ashore in the same 
 manner. 
 
WRECK OF THE SHIP EUDORA. 
 
 CLIMBING XHE ROPE ! WRECK OP THE SHIP EUDORA, " FROM HARPER'S 
 
 MAGAZINE, JULY, 1851." 
 
HISTOKT OF LIFE-SAVIKG APPLIANCES. 57 
 
 "It may be here observed that the breeches-buoy is as sure an ap- 
 pliance for saving life as the life-car, and that the advantages v^hich the 
 latter offers are, that it admits of the landing of several persons at once 
 in a dry condition, this being an important consideration in the case of 
 invalids, young children, and aged persons, while the buoy can take but 
 one person at a time, who is generallyexposed to the weather and waves. 
 
 " The superintendent of the 8th district, referring to the performance* 
 of the life- boat on the occasion of a wreck in his district, writes : ' I have 
 seen considerable service in life-boats ; have been instrumental, when com- 
 manding the Francis life-boat, in saving the remnants of three different 
 crews, and knowing that neither keeper now crew of the station ever had 
 any experience with this class of life- boats, I felt the importance of the 
 movement, volunteered to go, and assumed command. We ran along in 
 three or four fathoms of water some seven miles with wind and sea on the 
 starboard bow ; the sea was unusually heavy and broke continually. The 
 boat filled with water several times, and was on her beam-ends five times. 
 She would right, empty herself, and be ready for the next comer. It 
 was a severe test and proved the boat to be a perfect life-boat, and I am 
 of the opinion there has never been and never will be a sea upon the lakes 
 which the life-boat cannot safely encounter. There probably never had 
 been a heavier sea on the lakes than that of Saturday last. I can person- 
 ally vouch for the merits of the boat.' " 
 
 " Ship Cornelius Grinnell, New York, Jan. 17, 1853. 
 " Walter R. Jones, Esq., 
 
 " President of the Life Saving Benevolent Association : 
 
 " Sir — I have just arrived from the wreck of the ship Cornelius Grinnell, 
 stranded near Squan Beach during the northeast gale, at three o'clock on the morn- 
 ing of the 14th inst., having on board 225 passengers and a crew of about thirty- 
 five persons. The wreck was seen from the shore at early daylight. The Life-saving 
 Apparatus from the station house, about three miles distant, was immediately brought 
 to the wreck. The sea at the time was breaking over the ship so that boats could 
 not be propelled through the surf. A shot with a line attached was fired from the 
 mortar over the vessel, and by this means a communication was established. The 
 Life-car was then hauled off to the ship, and this, filled with passengers, then pulled 
 to the shore. By this means most of the passengers were taken to the beach. Three 
 females and three children were landed at one time. The gale abated in the middle 
 of the day, when some of the passengers were landed in the Francis' metallic Surf- 
 boat. The whole 225 passengers were landed, safely, without injury, before twelve 
 o'clock. 
 
 " The Life-saving Apparatus has been the means of saving much suffering of 
 the passengers and crew of this vessel, and probably the lives of many. The metal- 
 lic Life-boat could not be used until the gale abated, so in the most severe part of 
 the storm the Life-car was used. Very respectfully, your obedient servant, 
 
 " WILLIAM A. ELLIS." 
 
 EXTEACT FROM HARPEE's MONTHLY MAGAZINE OF JULY, 1851, HEADED, 
 
 "some account of FRANCIS' LIFE-BOATS AND LIFE-CAES, BY 
 
 JACOB ABBOT," PAGE 168 ; WITH TIIEEE ILLUSTRATIONS. 
 
 "One dark and stormy night Mr. Richard C. Holmes, the collector at 
 the port of Cape May, a port situated on an exposed and dangerous part 
 of the coast, near the entrance to the Chesapeake, was awakened from his 
 sleep by the violence of the storm, and listening, he thought that he could 
 hea,r at intervals the distant booming of a gun, which he supposed to be 
 a signal of distress. He arose and hastened to the shore. The night was 
 dark, and nothing could be seen but the report of the gun was distinctly 
 
68 History ot' life-saving appliances. 
 
 to be heard, at brief intervals, coming apparently from a great distance in 
 the offing. 
 
 "He aroused from the neighboring houses a sufficient number of other 
 persons to man his surf-boat, embarked on board, taking a compass for a 
 guide, and put to sea. 
 
 "It was very dark and the weather was very thick, so that nothing 
 could be seen; but the crew of the boat pulled steadily on, guided only 
 by the compass, and by the low and distant booming of the gun. They 
 rowed in the direction of the sound, listening as they pulled; but the noise 
 made by the winds and the waves, and by the dashing of the water upon 
 the boat and upon the oars, was so loud and incegsant, and the progress 
 which they made against the heavy "send' ofthesurges was so slow, that 
 it was for a long time doubtful whether they were advancing or not. After 
 an hour or two, however, the sound of the gun seemed to come nearer, and 
 at length they could see, faintly, the flash beaming out for an instant just 
 before the report, in the midst of the driving rain and flying spray which 
 filled the dark air before them. 
 
 "Encouraged by this, the oarsmen pulled at their oars with new 
 energy, and soon came in sight of the hull of the distressed vessel, which 
 began now to rise before them, a black and misshapen mass, scarcely dis- 
 tinguishable from the surrounding darkness and gloom. As they came 
 nearer, they found that the vessel was a ship — that she had been beaten 
 down upon her side by the sea, and wasalmostoverwhelmed with the surges 
 which were breaking over her. Every place upon, the deck which afford- 
 ed any possibility of shelter was crowded with men and women, all cling- 
 ing to such supports as were within their reach, and vainly endeavoring 
 to screen themselves from the dashing of the spray. The boat was to the 
 leeward of the vessel, but so great was the commotion of the sea, that it 
 was not safe to approach even near enough to communicate with the people 
 on board. After coming up among the heaving and tumbling surges as 
 near as they dared to venture, the crew of the surf boat found that all at- 
 temps to make their voices heard were unavailing, as their loudest shouts 
 were wholly overpowered by the roaring of the sea, and the howling of 
 the winds in the rigging. 
 
 "Mr. Holmes accordingly gave up the attempt, and fell back again, 
 intending to go round to the windward side of the ship, in hopes to be 
 able to communicate with the crew from that quarter. He could hear 
 them while he was to leeward, but they could not hear him; and his 
 object in wishing to communicate with them was to give them direc- 
 tions in respect to what they were to do, in order to enable him to get on 
 board. 
 
 "In the mean time daylight began to appear. The position of the 
 ship could be seen more distinctly. She lay upon a shoal, held partly 
 by her anchor, which the crew had let go before she struck. Thus con- 
 fined she had been knocked down by the seas, and now lay thumping vio- 
 lently at every rising and falling of the surge, and in danger every moment 
 of going to pieces. She was covered with human beings, who were seen 
 clinging to her in every part — each separate group forming a separate and 
 frightful spectacle of distress and terror. 
 
 " Mr. Holmes succeeded in bringing the surf-boat so near to the ship 
 on the windward side as to hail the crew, and he directed them to let down 
 a line from the end of the main yard, to leeward. The main yard is a 
 spar which lies horizontally at the head of the main mast, and as the 
 vessel was careened over to leeward, the end of the yard on that side 
 would of course be depressed, and a line from it would hang down over 
 
fitSTORY 01? LiFE-SAViNG APPLIANCES. 69 
 
 the water entirely clear of the vessel. The crew heard this order d,nd let 
 down the line. Holmes then ordered the surf-boat to be pulled away from 
 the ship again, intending to drop to leeward once more, and there to get on 
 board of tt by means of the line. In doing this, however, the boat was as- 
 sailed by the winds and waves with greater fury than ever, as if they now 
 first began to understand that it had come to rescue their victims from their 
 power. The boat was swept so far away by this onset, that it was an hour 
 before the oarsmen could get her back so as to approach the line. It 
 seemed then extremely dangerous to approach it, as the end of it was 
 flying hither and thither, whipping the surges which boiled beneath it, or 
 whirling and curling in the air, as it was swung to and fro by the impulse 
 of the wind, or by the swaying of the yard-arm from which it was sus- 
 pended. 
 
 "The boat however approached the line. Mr. Holmes, when he saw it 
 within reach, sprang forward to the bows, and after a moment's contest 
 between an instinctive shrinking from the gigantic lash which was brand- 
 ished so furiously over his head, and his efforts to reach it, he at length 
 succeeded in seizing it. He grasped it by both hands with all his force, 
 and the next instant the boat was swept away from beneath him by the 
 retreating billows, and he was left safely dangling in the air. 
 
 "We say safely, for, whenever any one of these indomitable sea- 
 kings, no matter in what circumstances of difficulty or danger, gets a rope 
 that is well secured at its point of suspension, fairly within his iron gripe, 
 we may at once dismiss all concern about his personal safety. In this 
 case the intrepid adventurer, when he found that the boat had surged away 
 from beneath him, and left him suspended in the air over the raging and 
 foaming billows, felt that all danger was over. To mount the rope hand 
 over hand, till he gained the yard-arm, to clamber up the yard to the 
 mast, and then to descend to the deck by the shrouds, required only an 
 ordinary exercise of nautical strength and courage. All this "was done in 
 a moment, and Mr. Holmes stood upon the deck, speechless, and entirely 
 overcome by the appalling spectacle of terror and distress that met his 
 view. 
 
 " The. crew gathered around the stranger, whom they looked upon 
 at once as their deliverer, and listened to hear what he had to say. He 
 informed them that the ship was grounded on a narrow reef or bar run- 
 ning parallel with the coast, and that there was deeper water between 
 them and the shore. He counseled them to cut loose from the anchor, in 
 which case he presumed that the shocks of the seas would drive the 
 ship over the bar, and that then she would, drift rapidly in upon the 
 shore ; where, when she should strike upon the beach, they could proba- 
 bly find means to get the passengers to land. 
 
 " This plan was decided upon. The cable was cut away by means 
 of such instruments as came to hand. The ship was beaten over the bar, 
 awakening, as she was dashed along, new shrieks from the terrified pas- 
 sengers, at the violence of the concussions. Once in deep water she 
 moved on more smoothly, but was still driven at a fearful rate directly 
 toward the land. The surf-boat accompanied her, hovering as near to 
 her all the way as was consistent with safety. During their progress the 
 boat was watched by the passengers on board the ship, with anxious 
 eyes, as in her was centred all their hopes of escape from destruction. 
 
 "After much difficulty the seamen succeeded, with the help of the 
 surf -boat, in getting a line from the ship to the shore, by means of which one 
 party on the land and another on board the vessel could draw the surf -boat 
 to and fro. In this way the passengers and crew were all safely landed. 
 
60 HISTOEY OF LIFE-SAVING APPLIANCES. 
 
 When the lives were thus all safe, sails and spars were brought on shore, 
 and then, under Mr. Holmes' directions, a great tent was constructed on 
 the sand, which, though rude in form, was sufficient in size to shelter all 
 the company. When all were assembled the number of passengers saved 
 was found to be one hundred and twenty-one. They were German em- 
 igrants of the better class, and they gathered around their intrepid de- 
 liverer, when all was over, with such overwhelming manifestations of 
 their admiration and gratitude, as wholly unmanned him. They had 
 saved money, and Jewels, and such other valuables as could be carried 
 about the person, to a large amount ; and they brought every thing to 
 him, pressing him most earnestly, and with many4;ears, to take it all, for 
 having saved them from such imminent and certain destruction. He was 
 deeply moved' by these expressions of gratitude, but he would receive no 
 reward. 
 
 " When the tent was completed and the whole company were com- 
 fortably established under the shelter of it, the boat was passed to and 
 fro again through the surf, to bring provisions on shore. A party of 
 seamen remained on board for this purpose — loading the boat at the ship, 
 and drawing it out again when unloaded on the shore. The company 
 that were assembled under the tent dried their clothes by fires built 
 for the purpose there, and then made a rude breakfast from the pro- 
 visions brought for them from the ship ; and when thus in some degree 
 rested and refreshed they were all conveyed safely in boats to the main 
 land." 
 
 We have up to the present time touched only in the briefest man- 
 ner upon the several practical inventions of Mr. Joseph Francis, which, 
 as stated before, are all, directly or indirectly, Life-saving in their 
 principle. If we have dwelt upon the Francis' corrugated metallic Life- 
 car and Life-boat it is for the reason that he had discovered the ap- 
 plication of a new principle of strength and resistance in a metal which 
 had never before been applied which combinated and perfected every 
 idea of the then young inventor, which proved the correctness of the de- 
 sign and the value of his invention of the Life-car in 1838, and re- 
 sulted in his corrugated metallic Life-car as its first fruits. As a mat- 
 ter of history, and in the aid of science, it became our duty to detail 
 and record the technical difficulties that were overcome that the stu- 
 dent who follows to improve upon the idea, for humanity's sake, shall 
 have a clean record of the difficulties hitherto overcome, as well as a fun- 
 damental principle for a starting point. 
 
 He who can improve upon the application made of the principle of 
 corrugations and stop corrugations, invented by Mr. Francis — the result 
 of a lifetime — will find him among the first to ofl'er congratulations. 
 
 In arranging this history in a brief way the compiler acknowledges 
 his own incompetency, but finds his greatest difficulty lies in selecting 
 from the immense mass of material only what is most pertinent where 
 all has been proved practical, and what is most interesting in the way of 
 incidents and testimonials. 
 
 At the point at which we had arrived every invention enumerated 
 had been brought to a practical test and found useful. Therefore we 
 may look upon the " practical result " of all the inventions of Mr. Fran- 
 cis as the structure he had erected, on which he started with nothing, 
 and remained unaided and alone throughout, or until his success com- 
 manded recognition by the necessities of those benefited. 
 
 But during the time from 1848. to 1855 so great was the demand for 
 every invention of his as to crowd each department of his manufactory. 
 
HISTOET OF LIFE-SAVIHTG APPLIANCES. 61 
 
 Attending individually to the general routine of his business his health 
 became impaired, and the peremptory command of his physician was : 
 " You must stop this brainwork, Mr. Francis, or die ; arrange your busi- 
 ness and go to Europe, or some point to rest." 
 
 He recognized the value of the advice and the necessity of following 
 it, and immediately commenced to arrange his business for an indefinite 
 absence. This was no easy matter, owing to the difficulty of finding com- 
 petent men to leave in charge of so large a business. He, however, 
 accomplished it, and, taking a steamer, in due time landed in Havre, 
 France, from which place he proceeded to Paris. 
 
 The old Ayrshire Life car, officially proved by the Treasury Depart- 
 ment as the car used at the wreck of the ship Ayrshire, in 1850, and the 
 same as invented by Joseph Francis in 1838 and perfected in 1847, 
 after having travelled over ten thousand miles in America and Europe to 
 be exhibited as a relic, is now at last at rest in the United States Na- 
 tional Museum, to remain for ever on exhibition. 
 
 The following letter is from Professor Spencer .f. Baird. Secre- 
 tary Smithsonian Institute, and Director United States National Mu- 
 seum : 
 
G. 1. 10. 1. 
 
 UNITED STATES NATIONAL MUSEUM 
 
 UNDER DIRECTION OF 
 
 THE SMITHSONIAN INSTITUTION. 
 
 WASHINQTON, iuUl 10, \OCD. 
 
 Olde "^wiitSmtc m e Oat tsadf mtoiiqn 
 itOHt ccutlcSUf been tecewed^ toaewet wiLfo 6oiiic tnlet- 
 e<5linq/ papet<5 ci^^^ incdeiSf alwe t/Lationai cJllbiK^cum. 
 c3t i6 iinnece66atii to 6a,ii mcd wi6 qtant) old teiic can 
 fdiXidi/LiYCiil locdltaciaatecd decci o attention and admi- 
 uxtion . Jl9 c)e<5ctiptioe utbetivilt be ptepatec) ant) we Anaii 
 be oetu alac* to iitalte u6e o ll^e fact<5 concetnina mi6 
 <5pecitnen wmcn cJllbt, Oitaid Iba6 alteadn <5ent wc. 
 UJue ciedit wtli, oj coiit6ef ve qioen ipii ,a<5 twe in- 
 <?entot^ mantifactiiA;et ant) ownet o ti?e "Xie Uat. 
 
 Ofoankina ijoh jot im6 oaiuabte aJddilion to 
 out coilectton(5^ t) am^ <5ti:^ ipU(U5 oetii te<5pect Hlti^ 
 
 cWncet Q./! J^atu), 
 
PART II. 
 
HISTORY 
 
 OF — 
 
 hife - Saving Appliances. 
 
 MK. FRANCIS' PERSONAL INTKODUCTION OF HIS VARIOUS INVENTIONS 
 INTO FRANCE, ENGLAND, GERMANY, AUSTRIA AND RUSSIA. 
 
 Among the many testimonials given Mr. Francis previous to his de- 
 parture relating to his inventions and their appreciation the following is 
 selected, which is the more valuable from its being voluntary and a 
 strong indorsement of one of his inventions. It might have been an in- 
 direct cause of his gaining so much prominence for the Army Pontoon 
 Wagon on his arrival in Europe : 
 
 (Copy.) "Office of the Quartermaster General, U. S. Army, 
 
 " Washington, D. C, April 30, 1855. 
 " Dear Sir — Having informed me that you intend visiting Europe for the pur- 
 pose of introducing your manufactures of corrugated galvanized iron, it is my wish 
 that you may have my opinion in regard to them, hoping that it may be of some ser- 
 vice to you. 
 
 "Of the metallic Life-boats and barges it is only necessary to remark that their 
 reputation is so well established, and their usefulness so fully conceded by all in this 
 country who have had an opportunity of testing them, that nothing that I can say 
 can add to it. I shall, therefore, confine my remarks to the wagon body, which has 
 been made under the direction of the Secretary of War, for army purposes. 
 
 " It was very desirable in this country to have a wagon body that might be used 
 in case of nece.ssity as a boat or pontodri in crossing the numerous rivers and streams 
 in our widely extended country west of the Mississippi River, while it would at the 
 same time answer all the ordinary purposes of transportation, thereby saving expense 
 to the public by dispensing with pontoons, which could only be apphed to the one 
 purpose. 
 
 " In this I am happy to be able to state that you have been entirely successful, 
 and that after repeated experiments and tests in the presence of the Secretary of 
 War and members of the Senate and House of Representatives of the United States, 
 the Quartermaster General and other officers of the army, it has been adopted into 
 our service and is now being used on our frontier in the Indian country. 
 
 " The weight of the metallic body is not greater than that of the wooden one, 
 and it being capable of sustaining the running gear (wheels, etc.) in addition to a 
 moderate load in crossing streams is a desideratum which will suggest itself to mili- 
 tary men. 
 
 " In case of necessity the body can be detached from the carriage and used as 
 a boat, and by connecting four or six of them with a plank covering a boat can be 
 
66 HISTOEY OF LIFE-SAVING APPLIANCES. 
 
 made of them by which the heaviest pieces of artillery used in the field may be safely 
 conveyed across a river. They can also be used in the construction of a military 
 bridge. 
 
 " From the tests I have personally superintended and seen applied to it I have 
 full confidence in the improvement, and I cheerfully recommend it as being far su- 
 perior to anything of the kind which has been used in our service, and hope that 
 you may be successful in introducing it into other countries, where it may be found 
 necessary for either public or private use. 
 
 " With the best wishes for your health and a speedy and safe return to our 
 country and your home, 
 
 " I remain, dear sir, very respectfully, your friend and obedient servant, 
 
 (Signed.) " CHARLES THOMAS, Lieutenant Colonel. 
 
 " Deputy Quartermaster General U. S. Army. 
 "Joseph Francis, Esq., New York." 
 
 The follovsdng are the indorsements on the letter : 
 
 (Copy.) " Hotel du Rhin, Paris, July 12, 1855. 
 
 " At the request of Mr. Francis I have examined this letter of Colonel Charles 
 Thomas, Deputy Quartermaster General, United States Army, and certify it to be 
 genuine. I have been on duty in the Quartermaster General's oflfice and know well 
 the signature of Colonel Thomas. 
 
 " It gives me pleasure to confirm all that Colonel Thomas has said of Mr. Fran- 
 cis' pontoon wagon, which after severe tests has been adopted in our service, and I 
 recommend Mr. Francis and his invention to the attention of such military men as 
 he may present it for examination. 
 
 (Signed.) " HENRY C. WAYNE, Major, United States Array." 
 
 (Copy.) " Legation of the United States, Paris, July 12, 1855. 
 
 " I certify that the signature of Henry C. Wayne to the certificate attached to 
 the letter of Colonel Charles Thomas, Quartermaster General of the United States 
 Army, to which 1 annex this note, is genuine ; that Major Wayne is an officer of the 
 said army, of merit, and that full faith and credit are due to his statements and 
 opinions. (Signed.) " J. Y. MASON, 
 
 (Consulate seal.) " United States Minister to France." 
 
 While a perfect stranger and unacquainted with the French lan- 
 guage — there was still the charm of novelty — he, of course, encountered 
 the difficulty that all active business minds experience of suddenly 
 changing from active business pursuits to a. quiet life. 
 
 As it happened, he had little to fear from the continuance of such 
 a change for the fame of his inventions had preceded him and had be- 
 come more widespread than he could have imagined. This was largely 
 due to the investigations which'had been made concerning them by the 
 Eoyal Imperial International Shipwreck Society, of which the Emperor 
 was then the chief, and which had made him one of its members and 
 had placed him on its honorable roll of benefactors, presenting him with 
 a special diploma and medal to show the high esteem in which they 
 held his inventions of Life-Saving Appliances. 
 
 Mr. Francis had faithfully endeavored to comply with the prescrip- 
 tion of his physician, and was commencing to avail himself of the op- 
 portunity for quiet that his position in Paris promised him ; but he was 
 shortly disappointed in his vision of rest, for he received a note from the 
 Emperor Napoleon III., signifying his desire for an interview in refer- 
 ence to his inventions and manufactures in the United States. This ex- 
 pressed desire of the Emperor was complied with and an informal visit 
 was made to the Tuileries within ten days after his arrival in France. 
 
HISTORY OF LIFE-SAVING APPLIANCES. 67 
 
 The reception Mr. Francis received from tlie Emperor was most cor- 
 dial. After a lengthened questioning in relation to the principle, char- 
 acter and practical uses of his several inventions, as tested and applied 
 in the United States, the Emperor expressed a desire that a manufactory 
 for their construction should be started in Paris ; but more especially 
 for the manufacture of the corrugated iron Military Pontoon Wagon, cor- 
 rugated iron Life-boats and Barges for the navy, and the corrugated 
 metallic Life-cars and Life Surf-boats. He also expressed a desire that 
 a sample of each of the above inventions should be sent for from the 
 United States, and that a public exhibition of their qualites should take 
 place for the examination of the Ministers and officers of the Army and 
 Navy departments, promising to honor the exhibition by his own presence 
 for his personal gratification. Mr. Francis immediately sent an order to 
 the United States for a military Pontoon Wagon, an iron Life-boat and 
 Barge, a Life-car and a Life Surf-boat to be shipped to Havre at once. 
 While waiting for their arrival the most extensive arrangements were 
 being perfected for a grand public exhibition on the Seine. 
 
 The interest taken by the Emperor in examining the principles of 
 the different inventions and the great advantage of their introduction and 
 use increased so much that he requested Mr. Francis to visit the Tuileries 
 at a stated hour every morning, informally, that he might have the op- 
 portunity of further questioning him in relation to the practical advan- 
 tages derived from their use in the United States. The Ministers of the 
 Army and Navy and the leading members of the Imperial Royal Inter- 
 national Shipwreck Society, noticing the interest the Emperor was tak- 
 ing in the inventions of Mr. Francis, who had been made a Benefactor of 
 their society by their voluntary act, after a crucial examination of those 
 inventions, vied with each other in their efforts to obtain interviews, and 
 further knowledge in relation to them, so much so that it would have 
 been one round of dinners and receptions had Mr. Francis yielded to 
 them. As it was, he found his time fully and pleasantly occupied, 
 within the limit of his own ambition and interests, and it acted as a re- 
 ciprocating force against the ennui he had anticipated. 
 
 The Military Pontoon Wagon, Life-boats, Barge, etc., ordered by 
 Mr. Francis at length arrived at Havre, and, being informed of the fact, 
 he had the information conveyed to the Emperor, with a request that he 
 should appoint a day for their exhibition. He did so, saying the place 
 of exhibition should be on the Seine. Every facility was offered by the 
 Ministers and officers of the War and Navy departments, and twenty sol- 
 diers and twenty sailors, in uniform, were detailed to arrive at the place 
 of exhibition at the appointed time for the experiment. _ 
 
 The public press, with the sanction of the Emperor and his Minis- 
 ters of the Council, had given the fullest information in relation to the 
 forthcoming exhibition, the result of which was that thousands had 
 collected near the scene, on the commanding positions, long before the 
 hour appointed (11 o'clock A. M). As the hour approached the crowd 
 had been augmented, until nothing but a " sea of faces could be seen 
 
 in any direction. ^ „ • j j. a 
 
 The police arrangements were excellent and well carried out. An 
 ample reserved space had been left for the Council of Ministers the offi- 
 cers of the War and Navy departments, and the distinguished citizens 
 present ; and a large open space in front of the place where the exhibi- 
 tion was to be held was kept strictly reserved for the Emperor and Mr. 
 Francis, and the details from the army and navy assisting m the experi- 
 ments It is well to relate here an incident of the morning, showing not 
 
68 HISTOKY OF LIFE-SAVING APPLIANCES. 
 
 only the iaterest the Emperor personally took in the exhibition, but his 
 characteristic methods and habits of business. At 9 A. M. a wedding 
 was to occur at the palace of the Tuileries ; at 10 A. M. was a Council of 
 Ministers on affairs of state. These engagements Mr. Francis had been 
 informed of, but before the appointed hour he was upon the spot, with 
 every arrangement complete. 
 
 The Emperor attended the wedding and met his Council of Minis- 
 ters punctually at 10 A. M.. When the hour of 10:30 arrived, although 
 important business was being transacted, he notified the Council that he 
 had an engagement at eleven, and stated the nature of it, and adjourned 
 the meeting. He then started in the imperial qarriage, followed by car- 
 riages containing the Council, the officers of the JSTavy and War depart- 
 ments, headed respectively by the ministers of each, and by carriages 
 containing distinguished personages of the empire. The royal cortege 
 arrived punctually, taking the places assigned to them, except the Em- 
 peror, who, accompanied only by his Minister of War, advanced to the 
 open space where Mr. Francis stood awaiting his arrival. 
 
 The Emperor, after congratulating him on the preparations he saw, 
 intimated that he was ready to witness the experiments. 
 
 The Military Pontoon Wagon was first run into the river with the 
 wheels attached, so it could be run. in on one side and out upon the 
 other ; a line had been previously attached to the tongue of the wagon 
 by which to run it across. Ten soldiers were put into it and it was pulled 
 to the other side, where the wheels and running gear were detached, 
 dropping to the bottom of the river, being safely held by the line just 
 spoken of. The body of the wagon was then rowed up and down the river, 
 to show the purposes to which tt was adapted, in cases of necessity. 
 
 The wheels and running gear having previously been pulled to the 
 bank, the body was rowed to the shore and replaced, and run out upon the 
 other side, proving the fact that the wagons could first be used for trans- 
 porting the stores and subsistence of an army and then utilized as boats for 
 transporting the army itself, or nice versa. The method was then ex- 
 plained by which the bodies of the wagons could be lashed together, two 
 and two, forming a pontoon bridge, over which the largest army could 
 safely cross. The expressions of the Emperor were those of astonish- 
 ment and gratification at the unqualified demonstration of practical util- 
 ity the experiment had proved, and he reiterated his wish and desire that 
 a factory should be established in France for the manufacture of them, 
 and that Mr. Francis should at once put himsel in communication with 
 the Ministers of War and of the Navy. 
 
 The allotted time of the exhibition having been fully taken up by 
 the several experiments with the Military Pontoon Wagon, Mr. Francis, 
 acting under the suggestion of the Emperor that he should consult with 
 the Minister for the Navy, did so at once, the result being that the Min- 
 ister sugges'ted Havre as being the proper place at which to test the 
 efficiency of the boats. A day was named, and a Board of Examiners, 
 selected from the chief officers of the navy, were appointed to oversee the 
 line of experiments and report the facts to the Emperor and the Council 
 of Ministers. 
 
 The time arriving, and everything being in readiness, the line of ex- 
 periments were as follows : A Francis' corrugated metallic Rowboat. 17 
 feet long, was placed between two upright posts 10 feet high, with a 
 tackle attached to the ends of the boat, which, having been filled with 
 paving stones even with the thwarts, was hoisted to the top of the posts 
 and then cut loose, falling to the rocky surface below. The boat re- 
 
EXHIBITION OF MILITAIMV AND PONTOON WAGONS, ON THE RIVEK SEINE, FRANCE, BEFORE NAPOLEON III, 
 
GOLD SNTJFF-BOX, STUDDED WITH DIAMONDS, PRESENTED BY 
 NAPOLEON III. TO JOSEPH FRANCIS. 
 
HISTORY OP LIFE-SAVING APPLIANCES. 69 
 
 ceived no injury, and after having been rolled roughly over the rocky 
 surface of the beach was launched into the water Ind rowed with all 
 force stem on, several times against a stone pier, and was then taken 
 from the water uniniured and watertight. It being a well known fact 
 that wooden boats hung at the davits must be taken in in case of action 
 at sea the Board proposed that this boat should be put to the further 
 test ot having the heaviest calibre of cannon fired under her bottom 
 while hanging from the davits of a man-of-war at Cherbourg This ex- 
 treme test having no effect upon the boat, the official reports of the sev- 
 eral experiments were made to the Emperor, resulting in the following 
 letter to Mr. Francis : ' o s 
 
 (Translation.) '< Palais des Tuileries, le 4 Fevrier, i8i;6 
 
 " Cabinet de L'Empereur : 
 
 "Sir — The Emperor has witnessed with great interest the experiments which 
 have been made in the River Seine with the pontoon carriage of your invention. 
 
 " His Majesty has also taken pleasure in obtaining information in detail re- 
 specting the boats of corrugated metal which you have invented and constructed. 
 
 " The Emperor hopes that your inventions may establish in France the founda- 
 tion of a new branch of industry applicable to the public service for war and for the 
 navy, as well as for our mercantile marine ; and His Majesty has desired me to in- 
 form you that he will learn with pleasure your determination on this subject. 
 
 " I am happy in having to transmit to you the accompanying box, which the 
 Emperor sends as a testimonial of his satisfaction. 
 
 " Accept the assurance of my very distinguished sentiments. 
 
 " The Officer of Ordnance, 
 " To Joseph Francis, New York, United States of America." " FAVE. 
 
 The box referred to in the above letter is a large sized snuffbox 
 taade of refined gold and elegantly chased. The lid has some ninety 
 diamonds on its top. The initial letter " N " is formed of large uniform 
 diamonds of the purest water, while above it is a raised crown made of 
 smaller diamonds equally pure. On the inside of the lid is the follow- 
 ing inscription : 
 
 " Par L'Empereur Napoleon IK. , 
 A Joseph Francis, de New York, le 4 Fevrier, 1856." 
 
 The box, which is very heavy, is a wonderful piece of art. It was 
 manufactured by the court jeweller, Maurice May, B,ue de la Paix, who 
 represented the box to be the most valuable testimonial of the kind 
 ever given by Napoleon. 
 
 Pending the examination and experiments that were being made 
 by the War and Navy departments of the several inventions of Mr. 
 Francis, that had been presented to them at the desire of the Emperor, 
 the attention of private citizens had been attracted to them in a business 
 way, with the idea of purchasing the patents and establishing a manu- 
 factory. In fact, they had proceeded so far that wooden patterns were 
 sent for from the Francis' manufactory in New York from which to cast in 
 France the corrugated dies for the manufacture of boats of all descrip- 
 tions. As the filling of the order involved considerable time, Mr. Fran- 
 cis saw an opportunity of carrying out a long cherished plan — that of a 
 visit to England. He accordingly left Paris temporarily and went to 
 London, arriving tbere at a favorable season — in the early part of 1856. 
 
 Reports of the unqualified success of the trials and experiments 
 that had been made with his inventions in Paris had reached the War 
 Department in London, so that immediately after his arrival he was fav- 
 
70 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 ored witli a letter eitnanating from Lord Panmure and the Lords High 
 Commissioners of the Admiralty, requesting an interview and expressing 
 an earnest desire for a thorough examination of the principle and con- 
 struction of his inventions. This had been brought about chiefly through 
 the influence of the British Association meetings. The result of that 
 interview (and others that followed) was that the English War Depart- 
 ment and Admiralty requested Mr. Francis to make a series of experi- 
 ments at the Arsenal, the Woolwich Dockyard, and at Liverpool. 
 
 The Lords of the Admiralty ordered from Mr. Francis a full size 
 corrugated copper man-of-war cutter and two-corrugated galvanized iron 
 quarter-boats, to be manufactured at his factofy in New York, for the 
 account of the Navy Department, the same to be immediately forwarded 
 to be tested in the forthcoming exhibition. 
 
 Meantime the British Association had taken up and were discuss- 
 ing the matter, and had requested Major Vincent Eyre, P.R.G-.S., are- 
 tired India officer, to investigate the subject and read a "paper" at the 
 Cheltenham meeting of the British Association. This he did, illustrat- 
 ing his reports by large drawings of the Life- car at the wreck of the 
 Ayrshire and military wagons. The press immediately took notice of 
 and reported his lecture and investigations in such a thorough and mas- 
 terly way as to justify the following lengthy extract, even though it is a 
 partial rehearsal, from the columns of the lAfe-boat Journal, published 
 under the espionage and with the approval of the Life-boat Associa- 
 tion : 
 
 " With respect to the corrugated metal boats for various purposes 
 the following will give a general idea of them, and also of the mode of 
 their manufacture : 
 
 " The material of which these boats had been chiefly constructed was 
 galvanized iron, although some had been made of copper. Of the latter 
 description were the boats used by Lieut. Lynch, of the United States 
 Navy, in the exploration of the Dead Sea in 1848, when they were re- 
 ported on by that officer in the highest terms as having descended rap- 
 ids and cataracts, amidst rocks and other impediments, without injury, 
 whilst the only wooden boat that accompanied him was almost at the 
 outstart knocked to pieces and sunk. 
 
 " In a letter to Mr. Francis in March, 1849, Lieutenant Lynch says : 
 ' With no other kind of boat, however strongly constructed could the 
 descent of the River Jordan have been accomplished, and the expedi- 
 tion must have been unsuccessful without them.' 
 
 ' ' Galvanized iron has, however been selected as the material for or- 
 dinary ships' boats, it being much cheaper than copper, and the experi- 
 ence of several years having shown that the galvanizing process, when 
 properly performed, will effectually protect the iron from destruction by 
 oxidation. 
 
 " The chief feature of Mr. Francis' invention is the adoption of huge 
 cast-iron dies, corresponding in form to that of the boats to be con- 
 structed ; the lower and concave die forming the matrix has its surface 
 grooved in longitudinal channels, corresponding in depth and form with 
 the intended corrugations of the metal, whilst the surface of the upper 
 and convex die corresponds with it inversely. The two dies are fixed and 
 nicely adjusted in a powerful hydraulic press. 
 
 " The galvanized iron plates of which the boat's sides are to be 
 formed (weighing from 14 to 2J lbs. per superficial foot, according to 
 the character of the boat) are placed between the dies, which are then 
 
HISTORY 01? LIPE-SAViNG APPLIANCES. 71 
 
 slowly brought together and submitted to a hydraulic pressure equal, 
 it is said, to 800 tons. 
 
 " The whole side of the boat, or as large a portion of it as the largest 
 sized sheet of iron will allow of, is thus stamped into its proper form, and 
 corrugated by one simple operation. The permanency of this form, and 
 also great strength^ are secured by the corrugations in the iron, which are 
 likewise so skilfully varied in depth and form as to secure the greatest 
 strength where most required, and to prevent the vn-inkling or puckering 
 of the metal in the operation of changing the plain surface of the original 
 sheet to the varying curves of the different parts of a boat. 
 
 " The two sides of a boat being thus quickly formed, each in one or 
 more parts according to the size of the boat, they have only to be riveted 
 together and to the keel, stem and stern-posts, when the boat is formed 
 complete, with the exception of the thwarts and other interior fittings 
 which are subsequently added. A vast amount of labor and consequent 
 expense is thus economized, whilst the corrugation of the iron imparts so 
 great a degree of strength and rigidity to the whole structure that, except 
 for the convenience of rowing, the thwarts might altogether be dispensed 
 with. 
 
 " As a metallic boat if swamped would, of course, immediately sink, 
 air chambers are placed within the boat of sufficient size to make her in- 
 submergible in the event of being upset, to that extent, therefore, all 
 these metallic boats are Li/e-boais. 
 
 " The presumed advantages of Francis' metallic Life-boats may thus 
 be summed up : 
 
 " 1st. That they can be made cheaper than boats of wood. 
 
 "2d. That they are not only perfectly watertight when built, but 
 
 that they will remain so under all changes of temperature 
 
 and climate or exposure to the heat of the sun. 
 " 3d. That they are much stronger than wooden boats, and not liable 
 
 to be stove in or fractured by striking on rocks or other 
 
 hard substances. 
 " 4th. That they are more durable than boats of wood, and under 
 
 ordinary circumstances never need repairs. 
 " 5th. That they are fireproof. 
 
 " These alleged advantages are so important that if they should be 
 confirmed by experience in this country the metallic boats cannot but, to 
 a great extent, supercede the use of boats made of wood, whilst their 
 inventor must be looked on as one of the benefactors of mankind. For 
 how many lives have been lost from time to time in boats from the want 
 of such qualities as those in question are said to possess !" 
 
 The press for corrugating or "puckering up"_ the metal plates, and 
 curving them correctly is shown in illustration. Fig. 1. 
 
 With reference to Mr. Fiancis' Metallic Life-saving car, the follow- 
 ing description will make its construction and use perfectly understood : 
 
 The great advantages of the car are, that it will take in four or five 
 persons at one time, and not only convey them safely to the shore, but 
 will so effectually preserve them from the effects of the sea that they will 
 not even get wet on the passage through the heamest breakers, whereas, 
 by the ordinary conveyances hitherto in use in this country one person 
 only at a time can be conveyed to the shore, and that not without serious 
 liability to injury on some occasions from the violence of the sea or even 
 to be drowned by being hauled through it. . -, ,x. 
 
 The Life-car is made in the form of a boat corrugated, the top being 
 
^2 IIISTOET OF LIFE-SAVING APPLIANCES. 
 
 arched over with a trip cylinder on the arched deck like the Ar^ of old, 
 of which indeed, on a small scale it is a fitting emblem, for are not the 
 dangers of shipwreck as great and as fearful to those who are exposed 
 to it as was that great wreck of all things on the then habitable globe, 
 to the contemporaries of our fore-father Noah ? and must not the deliver- 
 ance to the inmates of this little ark of mercy, be as complete, and as 
 grateful to them as was that afforded to the ancient patriarch and his 
 family in that huge structure, which afforded them a safe refuge from 
 the waters of the great flood, when all the peopled world beside suc- 
 cumbed to that vast calamity. 
 
 The Life-saving car or aric, as we think Mr. Francis might more be- 
 fittingly designate it, has a single opening in the*roof, and near the trip 
 cylinder on top of the deck which provides for the ingress and egress of 
 those taking refuge in it, the same being furnished with a lid or hatch 
 which prevents the admission of water whilst battling with the surf on 
 its passage shoreward. 
 
 The only provision for the admission of fresh air is through small 
 holes not larger than those on the nose of a common garden watering- 
 pot. 
 
 No inconvenience has however been experienced on this account, on 
 any of the occasions when it has been used with such success in the 
 United States, and at a recent trial of it at the great Yarmouth Regatta 
 as many as ten boys were shut up in it, whilst they were hauled too and 
 from a boat at about 120 yards from the beach, the time occupying be- 
 tween three and four minutes, no distress being felt by them from an 
 insufficient supply of air. 
 
 Having detailed some of the various modifications of Mr. Francis' 
 application of metal, we are glad to be able to state upon evidence fur- 
 nished to us, that the foUuwing progress has been made in inti'oducing 
 this invention which we think is highly satisfactory. 
 
 IN THE UNITED STATES. 
 
 Orders from U. S. Treasury Department for Francis' Corrugated Me- 
 tallic Life-cars. June 26, 1856, ten cars for New Jersey ; August 23, 
 1856, eighteen cars for coast of Long Island ; August 28, 1856, two cars 
 for coast of New Jersey. 
 
 OKDEES FROM V. S. WAK DEPARTMENT. 
 
 January 26, 1856, fifty metallic pontoon army wagons ; February 8, 
 1856, eight six-oared metallic barges ; same day, twenty metallic bat- 
 teaux for the Everglades in Florida, for the use of the army ; October 1, 
 1850, fifty Francis' cormgated metallic Life-boats for the use of the 
 troops in Florida, besides orders from ship owners. 
 
 THE FOLLOWING BOATS HAVE BEEN ORDERED BY ENGLISH SHIP OWNERS : 
 
 The Glasgow and New York line of steamers are furnished, in par- 
 ticular, the steamer New York of this line, which has a full suit of extra 
 Life -row-boats. 
 
 The Cunard steamers are furnished ; the splendid steamer Persia of 
 this line has just been furnished with four of extra size. The cost is 
 much more than if made in England, as the principal material in the 
 construction (galvanized iron) is made here and sent to the United States, 
 subjected to the cost of duties, transportation, commissions, exchange, 
 etc., etc., yet for all, these English ship-owners order the boats as they 
 can nowhere else le found. 
 
 Messrs. T. B. Coddington & Co., 21 Water street, Liverpool, have 
 
HISTORY OF LIFK-SAVING APPLIANCES. 73 
 
 just received by the Persia, from JNTew Yorl?, a Francis metallic section 
 boat ordered for Capt. Burton, the celebrated traveller, who is about to 
 proceed on an exploring expedition to Central Africa under the auspices 
 of the Royal Geographical Society. The boat is looped up in sections 
 and to be transported in that state to the great Lake, some 500 miles 
 west of Zanzibar. The boat bas been sent this week, (JN"ovember 1, 1856) 
 to Portsmouth Dockyard, where the ship lies. 
 
 During this time Mr. Francis had become personally acquainted with 
 Sir Charles Manby, Secretary of the Institution of Civil Engneers, 25 
 Great George street, Westminster, as well as with its illustrious Presi- 
 dent Sir Robert Stephenson, and had attended many of the "conversa- 
 ziones" held by Mr. Stephenson at the rooms of the institution. 
 
 The following is a copy of one of the many invita'tions received from 
 this illustrious engineer : 
 
 Conversazione. 
 
 Mr. Robert Stephenson, 
 
 President of the Institution of Civil Engineers, requests the honor of 
 
 Mr. J. Francis' 
 
 Company at the House of the Institution, 25 Great George street, Westminster, 
 
 on Tuesday Evening, May 26, at 9 o'clock. 
 
 This card must be presented to the attendant on entering. 
 
 Evening Dress. Not Transferable. 
 
 These visits to this world renowned institution brought not only 
 relief, but brought him in contact with the best English and visiting 
 engineers and inventors. Sir Charles Manby became so convinced of the 
 practical utility of the inventions of Mr. Francis, and the general de- 
 mand that vvould ensue for them when known, induced him to allow a 
 company to be organized for their manufacture, and himself took a per- 
 sonal interest in its formation. So great was the interest taken in the 
 company by the private citizens, that it was quickly formed, and Mr. 
 Francis was requested to go to Paris, and either purchase or request the 
 loan of the wooden patterns for the corrugated dies, in order to save the 
 time necessary to send to his manufactory in New York. He visited Paris 
 and succeed in obtaining the patterns for the dies, which were shipped 
 to England, where the manufacture of several of the inventions were 
 commenced at once. 
 
 The boats that had been ordered by Mr. Francis upon the requisi- 
 tion issued by the admiralty, had arrived at the East India Docks con- 
 signed to him, but the customs officer refused to deliver them until the 
 duties were paid ; Mr. Francis stated to the officer that the boats were 
 for the government, and showed the order of the Lords Commissioners of 
 the Admiralty, when the officer answered, that "all duties must be paid, 
 as even Her Majesty the Queen must pay duties on all she receives 
 through the custom house." Upon the reception of that information Mr. 
 Francis sent the following letter : 
 
 " Atheneum Club, Pall Mall, 30th April, 1856. 
 " To the Honorable the Lords Commissioners of the Admiralty : 
 
 " My Lords — I beg to request your Honorable Board will issue an order for the 
 remission of Customs duty on three metallic boats intended for the government and 
 just arrived at the East India Docks in the ship President Filmore, from New York, 
 United States of America, and that the boats be received at Her Majesty's Dock- 
 yard at Woolwich. 
 
 Yery respectfully, your ob't servant, 
 (Signed,) " JOSEPH FRANCIS." 
 
74 HISTORY OF LIFE-SAVING APPLtANCiis. 
 
 The following letter was received in answer the next day : 
 
 (Copy.) " Admiralty, ist May, 1856. 
 
 " Sir — Referring to your letter of the 30th ultimo, I have to acquaint you in 
 pursuance of the directions of the Lords Commissioners of the Admiralty, that the 
 officers of the Woolwich Dockyard have been directed to send to the East India 
 Docks for the metallic boats referred to, and to cause the customs duties thereon to 
 be paid. 
 
 I am sir, your humble servant, 
 (Signed,) "J.N.DAVID," 
 
 Storekeeper General of the Navy." 
 " Mr. J. Francis, Atheneum Club." 
 
 The following letters were sent to Mr. Francis shortly after this 
 time: 
 
 (Copy, No. 134.)" Brussels, 8th July, 1856." 
 
 " Mr. Francis, London: 
 
 " By a letter from St Petersburg, I am authorized to ask you on what terms you 
 would go there to make experiments with the war carriage boat," chariot milataire " 
 of your invention ? I therefore beg you to inform me immediately if you intend to 
 go straight from London to St. Petersburg to propose your conditions ; if so, be so 
 kind as to inform me of the time of your departure, that I might send you a letter 
 of introduction to the Minister of Finances in Russia, who will introduce you there 
 to the Minister of War. 
 
 In case that you should not intend to undertake the voyage at your proper costs, 
 then I beg you to inform me as soon as possible of your conditions, which shall be 
 transmitted immediately by me to St. Petersburg, so that if they are accepted you 
 will be informed of it by me as soon as the answer arrives. 
 
 I have been told that Mr. James Richards represents you at Paris, and I wrote 
 to him yesterday, but as I learned your address to-day, I prefer writing to you di- 
 rectly and I beg you to answer me also directly. 
 
 Pray address your letter, Mr. Robert de Thai, Counciller D' Etat de S. M. 
 I'Empereur De Russie a Bruxelles (Belzique), 52 Rue Belliard, and if possible, join 
 to it the published opinion (if it exists) of your inventions. 
 
 I am sir, your obedient, 
 (Signed,) " ROHERT DE THAI-." 
 
 , The above letter did not reach Mr. Francis for some time, and when 
 it did it was accompanied by the following one from the same source : 
 
 " Brussels, Belgium, August 7, 1856. 
 
 " Sir — The 8th of July I addressed to you a letter to London, at the Atheneum 
 Club, so, as I did not receive an answer from you, I addressed a copy of the mentioned 
 letter to the Comte de Menue, at Paris, and begged him to send it to you. Till 
 now I have been waiting for an answer, and as I suppose you did not receive my 
 two letters you must allow me, sir, to send another copy of my letter, dated July 8, 
 and I beg you to send me an answer immediately, which shall be transmitted by me 
 to the Minister of War at St. Petersburg." 
 
 Copy of my letter dated Brussels, July 8, 1856 : 
 
 " London Atheneum Club. 
 " Mr. J. Francis, of New York : 
 
 " By a letter from St. Petersburg I am authorized to ask you on what terms you 
 would go there to make experiments with the metallic floating wagons of your in- 
 vention. 1 therefore beg you to inform me immediately if you intend to go straight 
 from London to St. Petersburg to propose your conditions. If so, be so kind as to 
 inform me of the time of your departure that I might send you a letter of introduc- 
 tion to the Minister of Finances of Russia, who will introduce you there to the Minis- 
 ter of War. 
 
HIS'TORY OF LIFE-SAVIJfG APPLIANCES. 75 
 
 " In case that you should not intend to undertake the voyage at your proper 
 costs, then I beg of you to inform me, as soon as possible, of your conditions, which 
 shall be transmitted immediately by me to St. Petersburg, so that if they are accept- 
 able you will be informed of it by me as soon as the answer arrives. 
 
 " I beg you to answer me directly, and to address your letters Mr. Robert de 
 Thai, Consciller d'Etat dela Majestie I'Empereur de Russie, a Bruxelles (Belzique), 
 52 Rue Belliard, or in English, Mr, R. Thai, Brussels, Belgium. 
 
 " I am, sir, your obedient servant, 
 
 " ROBERT THAL." 
 
 The two above letters are inserted here to prove our statement that 
 the notoriety of Mr. Francis' Life- Saving Apparatus had preceded him. 
 
 Shortly after the arrival of the boats Mr. Francis received the follow- 
 ing letter, assigning the day of trial, etc." 
 
 (Copy.) "Admiralty, June ii, 1856. 
 
 "Sir — I am commanded by the Lords Commissioners of the Admiralty to acquaint 
 you that their lordships have ordered a trial to be made on the 19th inst., between 
 the metallic boats on your plan and the boats of the nearest similar dimensions in 
 use in Her Majesty's service, at Woolwich, and a full report is to be furnished as to 
 their comparative speed in rowing, capacity for stowage, and buoyancy under equal 
 weights, as well as on all other results of the trial. 
 
 "As you have expressed a wish that some severe experiments may be made, on 
 your own responsibility, in order to test the strength of the material and the princi- 
 ple of construction of your boats, my lords have directed such tests as you may de- 
 sire to be adopted for this purpose with any one or two of the iron boats, but my 
 lords beg you will clearly understand that should they be damaged thereby the boats 
 so injured will be returned to you and the value thereof abated from your bill. 
 " I am, sir, your obedient servant, 
 (Signed.) " THOMAS PHIM. 
 
 " Joseph Francis, Atheneum Club, Pall Mall." 
 
 The following letter was received by Mr. Francis, fixing the time for 
 the trial of the boats : 
 
 " H. M. Dockyard, Woolwich, June 13, 1856. 
 
 " Sir — I have to acquaint you that the Commodore Superintendent has fixed 
 ten o'clock as the hour for the trial of the metallic boats, on your plan, on the 19th 
 inst " I am, sir, your humble servant, 
 
 (Signed.) " W. H. CROUCH, Secretary. 
 
 " J. Francis, Esq." 
 
 Mr. Francis, being requested to take charge of the experiments in 
 person, did so, arranging the programme as follows : 
 
 1st. The copper cutter to be rowed by the full strength of twelve 
 men direct against a stone dock at least 150 yards distant, to be rowed 
 side by side of an English wooden built cutter. 
 
 This test was peremptorily declined, as it would, as they said, de- 
 stroy the wooden cutter, and they expressed great fears that the copper 
 cutter would be seriously damaged. Mr. Francis insisted on making the 
 experiment with the copper cutter alone, agreeing to pay all damages. 
 This was allowed, and the cutter being rowed with full speed with twelve 
 oars, stem on, against the stone pier received no injury. The concussion, 
 however, knocked all the men into the bottom of the cutter and sent the 
 
 oars overboard. ,.,,., 
 
 The second test was a trial of speed between the best English built 
 twelve-oared cutter and the large twelve-oared copper cutter, both boats 
 
76 HISTORY OP LIFE-SAVING APPLIAiJCES. 
 
 to be rowed with two pair of oars, to be rowed on the Thames, against a 
 strong current. In this trial the copper cutter won by six lengths. 
 
 The third test suggested by Mr. Francis was that the two cutters 
 should be rapidly rolled over the rocks on shore to test the strength of 
 each. This last comparative trial was declined, the officers alleging it 
 would ruin the wooden boat. But Mr. Francis insisted that the copper 
 cutter should undergo the trial, and it was made without the least in- 
 jury to the cutter. These tests were pronounced "perfectly satisfac- 
 tory." 
 
 Two days after the iron Pontoon Army Wagon was tested at the 
 Arsenal. The following copy of the official repor| states the result ; 
 
 (Copy, No. 911.). "Thk Ordnance Select Committee Sept. 4, 1856. 
 
 "Present— Captain Coffin, C.B., R.N. 
 
 Lieut, Col. Eardley-Wilmot, R.A. 
 
 Captain Younghusband, R.A. 
 
 Captain Clerk, R.A. 
 
 Captain Boxer, R.A. 
 
 Professor Wheatstone, F.R.S. 
 
 Professor Sylvester, F.R.S. 
 
 F. A. Abel, Esq. 
 
 J. Anderson, Esq. 
 
 Captain F.A. Campbell, R.A., Assistant Secretary. 
 " Subject : Mr. Francis' Patent Corrugated Iron Wagon 
 
 " 7 King Street, Cheapside. 
 "With reference to Report No. 890, dated Agust 7, 1856. 
 
 " REMARKS BY THE COMMITTEE. 
 
 " The committee witnessed the following experiments with a wagon of this con- 
 struction on Tuesday, the 2d of September, at the canal, Royal Arsenal." 
 
 " First Experiment. 
 
 " The wagon complete was lowered into the canal with seven men in it. At- 
 tempts were then made to upset it in the water by the whole of these men bearing 
 down, first on one side and then on the other, but without effect. The wagon was 
 rowed on shore and twelve men placed in it. This, with the seven men, made the 
 weight carried about twenty-one hundred weight. It was rowed about, but slowly. 
 It however carried this weight with apparent safety. 
 
 Second Experiment. 
 
 " The body of the wagon was detached from the carriage and lowered into the 
 canal, with seven men in it. The same attempts to upset it were made as in No. 
 I experiment, but without effect. It was then brought on shore and eighteen hun- 
 dred, weight of iron in boxes placed in it, with three men to row it, the weight alto- 
 gether being about twenty-two hundred weight. This load was easily rowed about, 
 and when properly trimmed the body was not submerged within ten inches of the 
 top. 
 
 Third Experiment. 
 
 " The body having been placed on its carriage the wagon was taken down to 
 the proof butt, and two rouads from an Enfield rifle fired at it from a distance of 100 
 yards ; both bullets passed through the sides of the wagon, cutting clean holes with 
 very little tear. 
 
 " Mr. Francis had thought that with the assistance of two hammers he could 
 hammer in the jagged pieces that the ball would make in its passage ; but this could 
 not be done, as the ball in each instance carried a piece of iron with it. Holes made 
 in these wagons by musketry could, however, easily be temporarily stopped. 
 
 " The committee having witnessed the above experiments, and perused the cor- 
 respondence containing very high testimonials of the value ot this invention — more 
 
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HISTOEY OF LIFE-SAVING APPLIANCES. 77 
 
 especially from the Quartermaster General's Department of the United States Army, 
 by whom it had been adopted into their service to supersede the old wooden wagon 
 bodies— are of opinion that corrugated iron as a material for the construction of 
 wagon bodies is superior to wood as regards strength, durability and facility of con- 
 struction, and that it is not heavier. 
 
 " Further, that wagons of this material possess the great advantage of being 
 light, and, consequently, capable of floating stores or men across rivers, and that 
 their tops, being made of the same material, would serve as boats. 
 
 " They, therefore, strongly recommend its adoption into the service as a 
 substitute for wood in all descriptions of wagons and carts, as far as may be consid- 
 ered advisable. 
 
 " This application of corrugated iron being secured to Mr. Francis by letters 
 patent, wagons of this construction could only be obtained in the following ways : 
 
 " First. From the company now in progress of formation in this country for 
 working Mr. Francis' patents. 
 
 " Secondly. By an arrangement being entered into by the government with 
 Mr. Francis for the right to manufacture his patent corrugated iron wagons by pay- 
 ing a royalty (to be agreed upon) for each wagon so made. 
 
 " Thirdly. By the purchase of a license, giving to Her Majesty's government 
 the right of manufacture by the payment of the sum demanded by Mr. Francis. 
 
 " We consider that the second of the above methods would be the most advan- 
 tages to the government. 
 
 (Signed.) J. CRAWFORD COFFIN, D.G., N.A. 
 
 (Free copy, signed.) " W. H. Pickering. 
 
 ' ' Colonel Whitelly, Secretary. 
 "December 15, 1856." ^ 
 
 (Impress of seal of Ordnance Select Committee, Royal Arsenal, Woolwich.) 
 
 Thirty days after the date of the above report, the following was 
 received by Mr. Francis : 
 
 "(Copy,)" War Department, 4th October, 1856. 
 
 " Sir— With reference to your letter of the 17th tiltimo, I am directed by Lord 
 Panmure to inform you, that having had before them the favorable report of the 
 Ordnance Select Committee, the Lords Commissioners of the Treasury have, on his 
 Lordships recommendation, approved of the purchase of the right of manufacturing 
 metallic wagons and other articles under your patent, and instructions have been 
 given to the Solicitor of the War Department, Pall Mall, for the immediate conclu- 
 sion of this arrangement. 
 
 I am sir, your obedient servant, 
 
 (Signed,) "JOHN CROOMIS." 
 
 " Joseph Francis, Esq., 7 King street, Cheapside." 
 
 The license of Mr. Francis having been carefully examined by the 
 Solicitor for the War Department, and being pronounced correct and for- 
 mal in every particular, the right was transferred to the goverment to 
 manufacture and build "corrugated iron jpontoon army wagons, etc.," 
 only for its own use. The private company was carried into full work- 
 ing effect, with a large manufactory at Liverpool. They had manufac- 
 tured for their own use an immense set of dies for making corrugations 
 for the various inventions of Mr. Francis, supplying the Mercantile 
 marine, not only with all kinds of the Francis corrugated metallic Life- 
 boats and Life-cars, but also brought out and developed his invention of 
 the corrugated iron steamers, corrugated iron floating docks, coraigated 
 iron caissions, etc., etc. Under the direct influence of the Windsor Iron 
 Works, McClure, MacDonald & MacGregor, 16 Fensick street, Liverpool, 
 and at Manchester and London, the record of the developments of the 
 
78 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 inventions of Mr. Francis, (with the material at hand), would alone fill a 
 volume the size of this. 
 
 It is our object simply to note the more prominent inventions of his, 
 describing the most useful at the point where they were most fully de- 
 veloped and utilized, leaving for future history to trace their general 
 introduction and practical utility and improvement. 
 
 To watch the germ of an acorn and its growth into a sturdy tree 
 involves years, but to note the growth of the giant oak as it rises to its 
 towering height requires the lapse of generations. In this nineteenth 
 century, we of the present age have seen several efforts or inventions of 
 master minds so develop as to startle us when we remember our impres- 
 sions of them even thirty year ago. Each contained a principle that 
 enlarged with its growth and application. So it is with the principles 
 involved with the inventions and manufactures of Mr. Francis, for we 
 claim with Mr. Henry Grinnell, that " had he heen iut the intientor" the 
 principles he had evolved in his brain, might have lain dormant until 
 to-day. The words of Mr. Grinnell comes with stronger force to-day 
 than when spoken (seemingly prophetic,) "Mr. Francis, you are a 
 manufacturer as well as an inventor, and it is to such as you, and not to 
 inventors alone that we must looTc to provide the means of saving human 
 life." 
 
 It may be said by those who have read the last few pages, and ob- 
 served the amount of labor performed by Mr. Francis since his arrival 
 in Europe, that he had overlooked or forgotten the chief object of his 
 visit and the injunction of his physician, th^t he needed rest ; but any- 
 one who has experienced an uninterrupted active life, will readily under- 
 stand that a change of climate and of scene, with its attendant excitement, 
 was more beneficial to him than rest, as it is generally understood. Al- 
 most everyone knows that to an active man, enforced idleness is physically 
 enervating under the most favorable circumstances, while exciting plea- 
 sureable scenes, carrying the same train of thought become the needed 
 rest from incessant care. With his 'inventions brought so practically 
 before France and England, and the business portion under the charge 
 of competent representatives, he saw before him enforced idleness or 
 travel. Having received letters from Hamburg, Brussels and Vienna, re- 
 questing his presence with his inventions. He therefore determined to 
 start at once for Hamburg, which he did. 
 
 On his arrival he was waited upon by several of the distinguished 
 business men of the city, among whom were Edgar Ross, Ernst Merk, 
 August Jos. Ichon & Co. These gentlemen were all practical merchants 
 and bankers, engineers or scientists, or were accompanied by their friends. 
 After several lengthy examinations and investigations iiito the princi- 
 ples of the inventions of Mr. Francis, (which had been secured by letters pa- 
 tent), they ordered of him a sample of his several corrugated boats, cutters, 
 pontoon army wagon, life-car, etc, to be shipped from his manufactory in 
 New York, and entered into negotiation with him for all his patents, 
 with the view of furnishing Germany with their productions, the manu- 
 factory to be located at Hamburg, where a large factory was established. 
 
 Negotiations had progressed so far, that Mr. Francis had sent to 
 New York for patterns for dies for his different styles of corrugations ; 
 also for skilled workmen from his manufactory in New York, so that on 
 their arrival there should be no delay in opening the manufactory now 
 well advanced. He had also advanced in his invention of stop corruga- 
 tion for the manufacture of which he had ordered the dies and necessary 
 machinery on his own personal account. The follovdng is a description 
 
HISTORY OF LIFE-SAVING APPLIANCES. 79 
 
 relating to the mechanical construction of this most difllcult invention. 
 
 The necessity for overcoming the diflaculty of the lap joint became 
 apparent in the "army pontoon wagon;" it was impossible to bend cor- 
 rugated iron so as to form the corners at the front and rear ends of the 
 wagons, which should be water-tight. To cut the corners to a mitred joint 
 would leave them weak and defective, without the additition -of' the 
 angle iron lap, which increased the expense, so that in this case necessity 
 did indeed become the "mother of invention." 
 
 Profiting by his past experience in the invention of effective dies for 
 irregular lines, Mr. Francis caused a new set of dies to be made to pro- 
 duce a stop corrugation, where all corrugations would stop full and 
 uniformly three inches from the end ; he put in a sheet of iron in the new 
 dies and watched the dies slowly come together ; the lines of the convex 
 die was slowly marked first, then as the dies approached each other the 
 iron seemed to draw and run to the points where the strain was increas- 
 ing, but the plain end buckled, wrinkled and cracked. 
 
 He then adopted a slight but important change in the method of 
 supplying the iron to the dies to feed the concave corrugations, and when 
 the last simultaneous pressure was given, the sheet came out full and 
 complete in every particular. 
 
 This practical demonstration of the invention reduced the cost of 
 wagons one-third. 
 
 Had Mr. Francis completed the invention of the " stop corrugation " 
 when furnishing the United States with pontoon metallic wagons, he 
 could have competed with the contractors of the common wooden wagon, 
 and they would not only have superceded the wooden wagon, but have 
 saved the lives of thousands, as in the case referred to in the extract from 
 the " Life of Lincoln," in another part of this work. 
 
 Discovering from his correspondence in V^ienna, that parties were 
 desirous of examining and purchasing his several inventions, he had 
 ordered duplicate sets to be shipped to Vienna and also to St. Petersburg, 
 Russia. 
 
 It is stated on another page of this work that the stop corrugations, 
 and the application of corrugations to curved and irregular lines were 
 the most difficult obstacles to overcome in the several inventions of Mr. 
 Francis. 
 
 The detailed account of the difficulties encountered and overcome 
 in the first application of corrugations to metals will prove the 
 fact. The stop corrugation was pronounced impossible by the best en- 
 gineers of Europe. It was stated to be impossible with cold iron by 
 the most experienced members of the Society of Engineers, 25 Great 
 George street, Westminster, London, England, of whom the celebrated 
 Robert Stephenson, the president, and Sir Charles Manby. Even after 
 Mr. Francis showed a full stop corrugation they said : " Yes, we see it ; 
 but it can't be done." 
 
 A stop corrugation,' as its name implies, is a corrugation which is 
 stopped uniformly at a given point, with its form and structure full and 
 complete, leaving the iron at its stop unbroken, unwrinkled and of uni- 
 form thickness. 
 
 After the success of Mr. Francis in producing a perfect stop corruga- 
 tion by a slight hut important change, and the failure of all the most dis- 
 tinguished engineers of Europe to discover the possibility or " secret " of 
 the success of the inventon, he submitted the sample to many distin- 
 guished engineers of the United States, all of whom pronounced its ac- 
 complishment impossible, and none of whom discovered the secret. 
 
80 HISTOEY OF LIFE-SAVING APPLIANCES. 
 
 On his return to the United States he submitted the specimen to 
 President Lincoln, in company with Mr. Seward, then Secretary of State, 
 knowing well his scientific attainments. Mr. Lincoln took the specimen 
 in his hand and examined it closely, and then asked Tiow U was done. 
 Mr. Francis replied that it was a secret which he wished him to discover. 
 Mr. Lincoln placed both elbows on his desk and rested his head on 
 his hands in silent study for full fifteen minutes and then turning 
 around asked Mr. Francis: "Is it not done so and so?" "Yes," said 
 Mr. Francis, "you are the only one in the world who has discovered it." 
 
 The examination of his several applications of the principle of cor- 
 rugated galvanized iron and copper, together with the negotiation of his 
 several patents to one company, consumed considerable time, and mean- 
 time his orders upon his manufactory in New York had been filled and 
 arrived, when he was surprised at the receipt of a despatch emanating 
 from the Emperor Francis Joseph (singular resemblance in names), re- 
 questing him to visit Vienna, that he might be more readily communi- 
 cated with in relation to his several inventions. 
 
 He, therefore, temporarily postponed the negotiations, now rapidly 
 progressing in Hamburg, and, leaving them to test their purchases as 
 they saw fit during his absence, immediately left for Vienna. 
 
 Upon his arrival there he received a formal communication, request- 
 ing him to call upon the Emperor at his palace at his early convenience. 
 
 He repaired to the palace, where he was received by the Emperor 
 himself in the most cordial manner. 
 
 He informed Mr. Francis that he had heard of the action that had 
 been taken by the French and English governments, and desired to in- 
 vestigate the principle, personally, as he felt a deep interest in any 
 new invention or improvement over old methods that would enhance or 
 improve the welfare of his empire. 
 
 His questioning as to the increased strength and resisting force of 
 corrugated iron over any other material used in the same manner of ap- 
 plication showed a thorough mechanical brain and deep research — two 
 qualities seldom accredited to an emperor. 
 
 The iron corrugated Military Pontoon Wagon seemed most to strike 
 his fancy, and his investigations were long and critical, resulting in an 
 expressed desire that a public exhibition and test should take place, 
 as soon as convenient, at the great lake in the grounds of the palace, 
 at Klosternewburg, ten miles distant from Vienna. 
 
 Mr. Francis having stated that he had one of the wagons, which he 
 would be pleased to test at his majesty's convenience, the emperor replied 
 that he would direct the commandant of the palace to communicate with 
 Mr. Francis, and furnish him with all the necessary facilities required and 
 suggested that the exhibition should take place four days from that 
 time. 
 
 At the termination of the interview Mr. Francis immediately repaired 
 to Klosternewburg, and after a thorough examination of the lake and the 
 surrounding grounds, selected the spot upon which to make the exhibi- 
 tion and test. Calling upon the commandant, he gave directions that 
 he should furnish fifty soldiers ; should procure a number of long ropes, 
 and that he should cause the corrugated iron boats and the military 
 wagon to be brought from Vienna, to the point selected for the trial on 
 the lake. 
 
 On the day appointed by the Emperor for the exhibition, and at an 
 early hour, Mr. Francis had placed the boats, wagon, and the necessary 
 material to be used, in their proper positions. The fifty soldiers arrived 
 

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82 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 some two hours previous to the time appointed, (12 o'clock) and had 
 been stationed by the commandant of the palace in a semi-circle, some 
 300 yards distant from the scene of operations, leaving ian open passage- 
 way to the semi-circle for the entrance of the Emperor and his attendants. 
 
 A general public notice of the time and nature of the exhibition, 
 and that the Emperor would be present in person, had been given, the 
 consequence of which was that at eleven o'clock some 15,000 persons 
 had gathered outside the cordon of soldiers. All were anxiously look- 
 ing for the arrival of the Emperor who was expected by all to arrive 
 in undress uniform and privately. 
 
 As the appointed hour approached a cloud of dust was seen aris- 
 ing in the distance on the road leading from Vienna, and at precisely 
 twelve o'clock His Majesty's imperial carriage appeared and entered 
 the grounds, followed by six other carriages, each drawn by four su- 
 perb horses, with outriders, forming a brilliant procession, arriving in the 
 same state and order as though receiving a foreign dignitary, to the 
 great surprise and astonishment of all present, and especially of the 
 American Minister. 
 
 On entering the grounds the cortege rested at the place selected 
 for the exhibition and -test. 
 
 In the imperial carriage the Emperor was accompanied by the Min- 
 ister of Foreign Affairs, in the second were the Ministers of War and of 
 the Wavy ; in the others were the chief officers of the army and navy. 
 
 On alighting all except the Ministers fell back some distance, and 
 even they kept at a respectful distance, leaving the Emperor Francis Jo- 
 seph and Joseph Francis alone. It is well known that the person of the 
 Emperor is considered sacred, there being no familiar communication be- 
 tween him and those not of the imperial family. 
 
 On one side of the lake a promenade extended quite a distance. 
 This promenade was some ten feet above the level of the lake, having 
 in the centre a depression or incline, 100 feet wide, making a gradual 
 incline from the lake to the promenade. 
 
 On this spot, near the lake, was placed the Pontoon Wagon, pre- 
 pared to be moved into the water ; the Life-boats near at hand. 
 
 The Life-boats were first launched, and while being experimented 
 with in order to show their peculiar qualities, under instructions previ- 
 ously given by Mr. Francis, the Emperor became quite merry in witness- 
 ing the trials so new and strange to him. 
 
 When the trial of the boats was concluded Mr. Francis requested 
 the Emperor to excuse him that he might go down the inclined plane 
 to see that the wagon was properly prepared for launching. 
 
 He found on examination that the ropes he had previously pre- 
 pared to detach the running gear had been changed, so that the wheels 
 of the wagon would not drop together. He excitedly pulled one of the 
 lopes quickly in order to rearrange it, and in doing so his arm came vio- 
 lently in contact with something behind him, and on turning round dis- 
 covered to his dismay that he had nearly hnocTced the Emperor down. 
 Unknown to him the Emperor had followed him down from the prome- 
 nade. 
 
 Mr. Francis was extremely mortified, and tried to excuse himself by 
 raying that as he had left His Majesty on the promenade he supposed 
 he was there still. 
 
 The Emperor smilingly answered that " it was of no consequence " 
 and " only a slip of the rope," and finally laughed heartily as the ludi- 
 crous side of the mishap came to his mind. It seems to us that it would 
 
HISTORY OF LIFE-SAVING APPLIANCES. 83 
 
 be but human nature in Mr. Francis to take a delight in saying that he, 
 Joseph Francis, the inventor, was the first person who ever had the honor 
 of knocking down His Imperial Majesty Francis Joseph, the Emperor 
 of Austria. 
 
 The corrugated Pontoon Army Wagon was then run into the water, 
 with ten soldiers inside of it, and was drawn across the lake by soldiers 
 stationed on the other side and was by them pulled out, with the ten 
 soldiers inside. 
 
 It was then again launched and rowed into the middle of the lake, 
 where the wheels and running gear were detached, sinking to the bottom. 
 The body of the wagon was then rowed round the lake as a boat, to show 
 its adaptability for the transportation of troops across rivers. The wheels 
 and running gear were then drawn out and the wagon body replaced, 
 ready to transport subsistence. 
 
 While the wagon was on the ground Mr. Francis struck some twenty 
 violent blows with a sledge on a corrugation to show the strength of the 
 structure. The Emperor was very much astonished that no impression 
 was made upon the corrugation, and became so much interested that he 
 insisted on taking the heavy sledge hammer and striking many blows, 
 or until he was exhausted. 
 
 The wagon was again run into the water with nine men in her and 
 1,300 pounds of iron was added, making altogether 2,500 pounds, besides 
 the wheels and running gear ; still the wagon was submerged only half 
 its depth. 
 
 Shots were then fired through the sides of the wagon, and the holes 
 made by the shot were closed with a hammer and a stone. 
 
 After the conclusion of the experiments the Emperor expressed him- 
 self as being highly gratified, and congratulated Mr. Francis upon his 
 invention of the iron military pontoon wagon, saying, " it would give 
 great security and ensure the rapid transportation of troops, and as a 
 means of safe transit over rivers would save thousands of lives, either in 
 pursuing or retreating from an enemy in time of war ; and as the means of 
 safe transportation of subsistence for the army, either on land or water, 
 it was unequalled." After the exhibition, the imperial cortege moved 
 away, and the crowd of spectators dispersed, speculating among them- 
 selves as to the nature of the punishment that would by inflicted on the 
 man who came in contact with the sacred person of his majesty. 
 
 After the Emperor had seen and examined the different models and 
 the specimens of plain and corrugated iron, and had been shown the 
 method of construction, (including the stop corrugation), and the addi- 
 tional strength imparted to the plain sheet by corrugation he expressed 
 his surprise and gratification in the strongest terms, and immediately 
 ordered fifty pontoon wagons, which were furnished ; being among the 
 first manufactures turned out by the Hamburg company. 
 
 Mr Francis having finished his business in Vienna returned to Ham- 
 burg, where he completed his negotiations with the Hamburg company, 
 selling them the right to manufacture all his inventions, including 
 the principle of corrugation, together with his perfected stop corrugation. 
 
 He then prepared to leave for Russia, to patent and introduce his 
 
 inventions there. . -r. -at i i qkq tt^ 
 
 Mr. Francis arrived at St. Petersburg in Russia, May 1, 1858. Me 
 knew not a word of the Russian language, nor was he personally acquaint- 
 ed with any one who could speak English ; m this dilemma his &st 
 action was to seek the American minister, who at that time was Mr. 
 Pickens of South Carolina. He had never met him before, but was gra- 
 
84 HISTORY OP LIFE-SAVING APPLIANCES. 
 
 ciously received as an American citizen and at once presented his letters 
 of introduction from the Hon. James Guthrie, then Secretary of the U. 
 S. Treasury, Gen. John A. Dix, and others. 
 
 After reading the letters of introduction, Mr. Pickens asked him the 
 nature of his visit to Russia, offering his kindly services where he could 
 be of assistance. Mr. Francis answered that his visit was of a business 
 nature, as he wished to introduce his inventions. Mr. Pickens answered 
 rather bluffly "I suppose you want me to aid you ?" Mr. Francis said in 
 reply, "I have arrived only this morning and have not yet decided what 
 course to pursue, but I should be pleased to be favored with your assist- 
 ance if I should need it, I wish first to have an audipnce with the Emperor!" 
 "You see the Bnaperor ! I cannot help you to a tiling that is almost im- 
 possible!" Mr. Francis replied, "I do not ask you to attempt an impos- 
 sibility, but still if you can advise me what course to pursue I shall be 
 pleased ; if not, I must seek the advice I need ! " "Well," said Mr. Pick- 
 ens, " the only possible way to see the Emperor will be to make the request 
 to the Minister of Foreign Affairs, I suppose I might make the applica- 
 tion." "How long would that take," asked Mr. Francis? "It would 
 take at least a month," said Mr. Pickens, "for a straTiger Mice you!'" 
 "But," said Mr. Francis "I want to see the Emperor to-morrow!" "Fow 
 ftee Ms majesty to-morrow ? " answered Mr. Pickens vsdth disdain ! "That 
 is my desire," said Mr. Francis. Mr. Pickens replied rather stiffly, "/ 
 cannot help you .'" "Good morning," answered Mr. Francis, as he left the 
 embassy. 
 
 Returning to his hotel, Mr. Francis met an English gentleman, and 
 in course of conversation learned that the Grand Duke Constantine was 
 then at his summer palace at Strelna, twenty miles from St. Petersburg ; 
 having learned that the Grand Duke was intelligent and enterprising, 
 and in high favor with his brother the emperor, and a great favorite with 
 the people, and was also Grand Admiral of the navy, Mr. Francis decided 
 to go to him ; he at once sought and found a commissionaire and started 
 at once for the palace of the Grand Duke. On entering the palace grounds 
 he saw neither soldiers or gen d' amies, and his way being unmolested he 
 proceeded to the door, where he found a messenger in waiting, he enquired 
 if the grand duke was at home ? "Yes," answered the messenger; '■'"takemy 
 card to Mm^'' said Mr. Francis. In a very short time the messenger 
 hastily returned and ushered Mr. Francis to the reception room. The 
 Grand Duke was standing in the centre of the spacious room, and as he 
 saw Mr. Francis he came rapidly forward to meet him, and reaching out 
 both hands warmly welcomed him to Russia. Mr. Francis attempted to 
 apologise for calling so unceremoniously, without even an introduction, 
 but the grand duke interrupting him, said, " no apology is needed, I am 
 most happy to see you ! I have known you many years by reputation, 
 and you are indeed most welcome. I hope you have brought some speci- 
 mens of your inventions, and especially of that famous Life-saving car; 
 I have heard about its saving peo;(51e from a wreck, and I want to know 
 all about it." 
 
 Mr. Francis said, "I have brought a beautiful corrugated copper row- 
 boat polished and highly finished, and also a corrugated galvanized iron 
 ship's Life-boat. " Can you let me see it ? where is it?" impatiently asked 
 the Grand Duke. Mr. Francis replied that it was in a building on Vassily 
 Ostroff, and if his highness would name a time he would be pleased to 
 show it to him. "Would it be convenient to-morrow at eleven o'clock ?" 
 asked the Grand Duke, "certainly," answered Mr. Francis, "and I 
 will be ready." 
 
iiisTOEi- OP LtFE-SAVlNG APPLIANCES. 8S 
 
 At half-past nine o'clock the next morning a tall, aged, dignified 
 gentleman, in full naval dress apppared at the hotel and enquired for 
 Mr. Francis, who stepped forward in answer, when the gentleman said, 
 "I am Admiral Matueskin; I have come at the command of the Lord 
 High Admiral of the navy to apprize you that his highness will be here 
 in one hour and a half, and I beg you will so show me what his highness 
 is coming to see." 
 
 Mr. Francis, going into the street, found a large body of police and 
 gen d' arms waiting for orders, and as soon as the house was reached 
 where the boats were stored, the admiral gave a signal to another officer, 
 and the street was cleared at once, and the gen d' arms were posted to 
 stop all persons and vehicles for twoiundred feet each side of the house. 
 Mr. Francis enquired why this was done? The Admiral answered, "that 
 wherever the Grand Duke went the street must be cleared." 
 
 At eleven o'clock a carriage drove up rapidly and stopped in front 
 of the house and the Grrand Duke and his son, a lad of twelve years 
 alighted. 
 
 The boat, the examination of which was the object of the visit of the 
 Grand Duke, was the most beautiful of the new construction of corrugated 
 copper boats yet made, being finished with mahogany and brass 
 fittings and highly polished inside and out, having been built specially 
 for Russia at the manufactory in New York ; she was indeed the finest 
 specimen of boat architecture afloat. 
 
 It will be remembered that many years before the Emperor had 
 received a present from the manufactory of Mr. Francis of his own 
 handicraft, the finest boat built previous to his celebrated " Sea Drift " for 
 the New York Boat Club, and that boat the finest ever seen in Russia at 
 that time, was still floating in front of the Winter Palace on J;he Neva, 
 still the pride of the Emperor. It is then no wonder that the Grand 
 Duke should express almost unbounded astonishment and surprise at this 
 beautiful specimen of the new manufacture. After a most thorough ex- 
 amination he expressed a strong desire to purchase it. 
 
 After leaving the house the Grand Duke asked Mr. Francis to accom- 
 pany him on foot to the River Neva, some six blocks distant, ordering tlio 
 carriages to follow. This was done that he might have an oportunity of 
 conversing with and questioning Mr. Francis in relation to his inventions 
 and Life-saving appliances, of which he had heard and read so much. 
 
 The Grand Duke was a most remarkable man, understanding the 
 English language and speaking it almost without accent, and thoroughly 
 understanding and speaking seven other languages, his mind took that 
 broad intellectual scope, which since time began has stamped the pos- 
 sessors as leaders or rulers, and while he was in his own country but tlie 
 High Lord Admiral of the Navy, the brother of the Emperor, still by liis 
 knowledge, attainments and influence, he was, to all intents and purposes 
 the Emperor of all the Russias. 
 
 The evening previous Mr. Francis had sent to the palace a beautiful 
 brass model of a man-of-war cutter, and on parting with the Grand 
 Duke at the river Mr. Francis begged permission to present it to his son. 
 It was gratefully accepted, and the Grand Duke told his son to go and 
 thank Mr. Francis for the present. The lad came, and, raising his hat, 
 took the hand of Mr. Francis and thanked him in the most graceful 
 manner. 
 
 The succeeding day Mr. Francis called upon Minister Pickens, who 
 a,s he entered, greeted him with, " Well, how do you get along about 
 seeing the Emperor r " I have not seen the Emperor," quietly re- 
 
86 HISTORT OF LIFE-SAVING APPLIANCE^. 
 
 plied Mr. Francis. " Of course not" said Mr. Pickens. To those who 
 have been subjected to the supercilious tones, prompted by arrogant 
 minds, of those temporarily in position, however gentlemanly otherwise, 
 the force of that expression as it fell upon the ears of Mr. Francis will 
 become apparent. " But," said Mr. Francis, continuing : " I have seen 
 the Grand Duke Constantine." "And pray, how did you manage to see 
 the Grrand Duke T asked Mr. Pickens. " Oh, it was very easy," said 
 Mr. Francis ; " I went to his palace at Strelna and sent him my card, and 
 he received and treated me as a gentleman would ; I spent an hour with 
 him, and afterwards he met me at my house, to look at and examine 
 some models and boats I had there." " At touk house ?" " Yes." 
 
 It must be remembered that thig was before the war of the rebellion. 
 Mr. Pickens was a Southern gentleman, and exhibited the intense hatred 
 well known to exist at that time in the minds of nearly every Southern 
 man towards anything Northern ; and the cool, unceremonious actions 
 and success of this Northern inventor tended to intensify that hatred. 
 From that time on, until the departure of Mr. Francis from Russia, but 
 little intercourse was held between these two representatives of different 
 sections of the United States. 
 
 The mechanical turn of mind possessed by the Grand Duke, coupled 
 with his desire to understand the inventions of Mr. Francis, gave the lat- 
 ter many opportunities of explaining the added strength given to the 
 material used by his system, so it naturally occurred that a system of 
 public experiments should be suggested, more as a polytechnic measure 
 than otherwise. 
 
 The port of Cronstadt was selected by the Grand Duke as the point 
 at which the exhibition and test should take place ; and an order was 
 given that- the corrugated iron boat should be taken to the appointed 
 place, which was twenty miles from St. Petersburg, down the Elver 
 Neva. The morning following the order twenty-five seamen came for the 
 boat, to carry it to the steamer which was to convey it to Cronstadt. 
 It was turned upside down and placed on the shoulders of the twenty- 
 five men. As a great crowd had gathered to watch the removal, Mr. 
 Francis conceived it to be a fine opportunity to make a single experi- 
 ment, to show the strength of the boat, for the benefit of the ofiicers in 
 charge and the crowd that were following it. Therefore, he requested 
 the officer in charge to throw the boat over their heads on to the pave- 
 ment. The officer declined, saying "he had no orders to destroy 
 the boat." Mr. Francis told him the boat was his own prop- 
 erty and he would free him from all blame, and that the request 
 was. made to show himself and brother officers present the strength 
 of the boat. The order was then given to "toss her over and 
 let her fall as she would." She fell violently on her keel on the 
 pavement. She was then hauled and rolled roughly over the pavement, 
 after which she was examined and found to be entirely uninjured. The 
 officers were surprised and the crowd enthusiastic, fully appreciating the 
 fact that the experiment had been ordered by the " American citizen," 
 partly for their benefit. The boat was again lifted on the shoulders of 
 the twenty-five seamen, and the balance of the way was a positively tri- 
 umphal march until the boat was safely landed upon the deck of the 
 steamer. 
 
 At last the Grand Duke appointed a day on which the experiments 
 were to take place at Cronstadt, in his presence and in the presence of 
 many officers of the navy. 
 
 On the day appointed, by the time of the arrival of the Grand Duke, 
 
iiisTORY OF LIFE-SAVING APPLIANCES. Sl 
 
 with the officers of his staff and the chief officers of the navy who were 
 on the home stations, a crowd of many thousands of spectators had as- 
 sembled to witness the novel spectacle. 
 
 Mr. Francis first directed the boat to be placed on end on the dock, 
 and then to be pitched into the water, upside down, to represent a boat 
 in heavy breakers on a shore. 
 
 The boat buried herself almost under the water, but came up in- 
 stantly. The sailors jumped in and bailed out what water remained in 
 her, after which she was manned by six oarsmen and her speed tried. 
 She was then ordered to be rowed with full speed, stem on,, against a 
 stone dock. _ The concussion, as in previous similar experiments, threw 
 all the men into the bottom of the boat and sent the oars flying overboard. 
 The boat was not injured in the least. The same experiment was repeated 
 after a remonstrance from the committee appointed to report. The re- 
 sult was the same as before. She was then rowed to the dock and a 
 stone weighing thirty pounds was dropped from the dock, fifteen feet, 
 into the bottom of the boat inside without any injury whatever. Had 
 the same stone been dropped into a wooden boat it would have stove a 
 hole through the bottom. 
 
 As the government had purchased the boat on her arrival at Cron- 
 stadt further experiments were objected to, the committeee stating they 
 were fully satisfied with the experiments they had witnessed. 
 
 Mr. Francis requesting that a more severe and detailed test should 
 be made before the Scientific Committee of the Navy, who had in April 
 preceding authorized some tests to be made in the city of New York, 
 United States, before their representative. Captain Chestakoff, his request 
 was acceded to. 
 
 Below we append a full translation of the report of the said com- 
 mittee : 
 
 (Translation.) 
 
 "repokt of the scientific committee of the navy, on the 21st 
 
 SEPTEMBER 1858. No. 627. 
 
 "After the President of the Scientific Committee had given his report to His 
 Imperial Highness the Great Admiral concerning the construction of boats of cor- 
 rugated galvanized iron, by the system of Joseph Francis, citizen of the United States 
 of America, it has pleased His Highness to give the committee orders, first, to form 
 a programme of the test which the metallic boat brought out by Mr. Francis from 
 America (now at Cronstadt) has to stand. 
 
 " Soon after His Imperial Highness deigned to write his resolution on the pro- 
 gramme, as follows : 
 
 '"I wish the Scientific Committee to perform the test mentioned in this pro- 
 gramme immediately, at Cronstadt, in the presence of the Commander-in-Chief, 
 Messrs. Istomin, Rimin, and Amassoff, and the result to be reported to me.' " 
 
 " The Scientific Committee having received such orders from His Imperial 
 Highness, transmitted to the committee by the Minister of Marine, rendered itself 
 at Cronstadt on the same day, 19th of September, to perform the test in the presence 
 of the Commander-in-Chief, the above persons chosen by His Highness, and the in- 
 ventor, Mr. Francis, as here further stated. 
 
 "■ Experiments performed by Captain Chestakoff in New York. 
 
 " ist. After having hoisted the boat on tackle six men swung the boat with all 
 the strength they could afford, dashing her bow against a stone wall. The wooden 
 stem was bruised by the concussion, and the sheet iron at the bow dented out, but 
 they were easily put right by a few blows of a hammer. 
 
 " 2d. The experiment consisted in throwing the boat on each of its sides with 
 out doing it any injury. 
 
88 HISTORY OF tJFE-SAVING AtPIJANOE^. 
 
 " Strong blows by means of a sledge hammer were performed on the sides of ttie 
 boat in several places, which only inflicted some dents. 
 
 " Experiments proposed by the Scientific Committee. 
 
 " ist. The committee proposes this experiment performed on land to be per- 
 formed on water, by setting strong rowers in the boat and to dash the bow of the 
 same at full speed against the stone pier. If the boat does not break or leak, and 
 the air chambers do not suffer any damage, the system then to be considered per- 
 fectly successful. A wooden boat could not stand a similar test without being de- 
 stroyed. 
 
 " 2d. The committee proposes the same experiment (same as No. 2 on land in 
 New York), to be performed in the same manner — a test which no wooden boat 
 could stand on pavement. 
 
 " 3d. This third experiment (same as 3d in New York) can likewise be per- 
 formed, although no boat will have to stand such experiments during its service. 
 Yet a yard boat, madrof much stronger iron than the one now tested, must be tested 
 by blows of a sledge hammer from the inside, because it may happen when loading 
 a similar boat that a considerable weight may fall inside of it. 
 
 " As a fourth experiment the committee proposed to place the centre of the keel 
 on a solid bearing, then load the boat at each end and swing it twelve times over its 
 centre. No more severe test could be made to prove its strength against breaking. 
 
 Experiments performed by the Committee according to the programme sanctioned by 
 
 His Imperial Highness. 
 
 " Five strong rowers, rowing the boat with a fair wind and tide, dashed the 
 stem with great violence against a' granite wall; after investigation no damage was 
 found ; this same experiment was repeated after adding a cargo of stones of iifty poods 
 weight, six men and five oars, which is equal to 1000 pounds. It was observed that 
 with this second blow, the iron on the stem slightly dented out without injuring the 
 boat in the least. 
 
 "A third stronger blow was performed and no additional injury caused thereby. 
 The boat did not leak in consequence of such powerful concussions, and the air- 
 chambers did not give way in the least. The test is considered very satisfactory. 
 
 "The commander-in-chief at Cronstadt mentioned that this same experiment had 
 been performed in presence of His Imperial Highness the Great Admiral, and 
 although it was not repeated by the committee, yet at the same time no precautions 
 were taken by the committee in either launcing or hauling up the boat. 
 
 "A rough stone weighing two poods, (or seventy -two pounds English,) was drop- 
 ped into the floating boat from a height of fourteen feet, and no injury inflicted, 
 except a slight dent occurred ; this experiment according to the opinion of the com- 
 mittee, proves the superiority of Mr. Francis' system. 
 
 " When the boat was hauled on shore, another experiment was performed in the 
 following manner. Heavy blows were made inside of the boat by means of a twenty 
 pound sledge hammer in the hands of an artificer. The first two blows produced no 
 effect, but the third blow with the sharp edge of the hammer cut the iron of the boat, 
 which being on shore, had consequently no counter-resistance of the water. This 
 small opening was almost instantly closed by Mr. Francis himself on the spot, and 
 made water-tight. 
 
 " The boat was hauled on shore and the keel placed upon a stone. Eight men 
 placed at each end and inside, swung the boat severely up and down, yet no injury 
 was done ; this proved the perfect construction of the boat. 
 
 " After these experiments had been performed, the boat was launched into the 
 water to ascertain if the air-chambers were injured. She was filled with water and 
 kept so for half an hour, with eight men standing on her bow and stern air-chambers; 
 she kept all the time afloat. 
 
 "The scientific committee, considering the results of these experiments highly 
 satisfactory, has drawn out this report, which is to be presented to His Imperial 
 Highness the Great Admiral, mentioning additionally that the Cammander-in -chief 
 
fttSTORY OF LIFK-8AV1NG APPLIANCES. 8§ 
 
 of Cronstadt testifies, that this same boat had been sent out on the 17th or Septem- 
 ber, on the great road-stead at Cronstadt in stormy weather and in a heavy sea, and 
 no water at all got into her; and should these boats be made of form suitable for the 
 services of a port boat, which boats have to be replaced with new ones nearly every 
 two months, that would prove the main value, as regard the economy of Mr. Francis' 
 boats. 
 
 (Signed,) " THEODOR MATEWSCHKIN, 
 
 ALEXIS TVESKIN, 
 GENADI NEVELSKOY, 
 NICOLAI SOKOWNIN. 
 For the learned Secretary, 
 
 (Signed,) BOGDANOWITCH. 
 
 A correct translation from the original, 
 
 (Signed,) W. CLARK, 
 
 Translator to the Department.'' 
 
 "A copy of His Imperial Highness' Resolution. 
 
 " To inform Mr. Francis, that in consequence of the test performed on his boat, 
 the Ministry of Marine acknowledges its great utility, and therefore, should Mr. 
 Francis erect an establishment in Russia for the construction of such boats, and fix 
 a price on them which will be considered profitable by the marine ministry, he shall 
 get orders for as many boats as may be required for the ministry. 
 
 (Signed,) " CONSTANTIN. 
 
 Copy true, (Signed,) BOGDANOWITCH. 
 
 Assistant to the learned Secretary. 
 A correct translation, (Signed,) W. CLARK, 
 
 Translator to the Department." 
 
 The following was received from the Chancery of the War Di-]inrt- 
 ment just previous to the above experiments. 
 
 " Copy of Translation. 
 
 " The Chancery of the War Department having been informed of the arrival of 
 Mr. Francis in St. Petersburg, with the intention of commun'icating to the Imperial 
 Government among other inventions, some discoveries relative to the Military En- 
 gineer Art, has the honor to make known to Mr. Francis, that all his communications 
 of this na'ture are to be made in the Engineer-Staff, (Engineer Castle, near the 
 Sommer Garden,) to the Colonel Gatovsvy, who has received necessary orders and 
 
 instructions for it. ,^ . , ^ , . 
 
 (Signed Cypher.) 
 
 The 8th September, 1858. 
 
 To Mr. Joseph Francis." 
 
 During the delays incident to the slowly moving machinery of a 
 patent office, Mr. Francis had been approached by numerous capatalists, 
 urging him to establish a factory at St. Petersburg. The desire for the 
 establishment of the factory on the part of the Grand Duke Constantm 
 was as great as was that of the capitalists, (but from entirely ditterent 
 motives), as will be seen from the following official letter addressed to 
 Admiral Metlin, Minister of War. 
 
i)0 HISTORY OF Lli'E-SAVING APiPLIAN^CES. 
 
 :.l ; ; .J- . ''' SEAL. 
 
 "NizzA, November 27, 1858. 
 
 " By the subjoined paper your Excellency will perceive that Mr. Francis, the 
 inventor af the corrugated iron boats which have been tried by me with perfect suc- 
 cess in Cronstadt, meets with several unforeseen impediments in the erection of an 
 establishment in St. Petersburg, in which boats according to his system were to be 
 constructed. Considering these boats very useful, and being desirous that he should 
 succeed in his enterprise, I wish you to give instructions in order to enquire into 
 the present state of the matter, and to give in my name every possible assistance to 
 Mr. Francis, informing me thereof." 
 
 (Signed,) " CONSTANTIN. 
 
 To His Excellency, Admiral N. F. Metlin." 
 
 During tiie several interviews and investigations held and made by 
 His Imperial Highness the Grand Duke, in regard to the principle of 
 corrugated iron as applied to several of the inventions of Mr. Francis, he 
 became very much interested in the Military Pontoon Wagon, one of 
 which Mr. Francis had shipped to St. Petersburg, as he had informed 
 the Grand Duke, and for the principle of which he had taken the in- 
 itiatory steps to patent in Russia. 
 
 The Grand Duke was very anxious that the chief officers of the army 
 should have an opportunity of examining and testing its qualities. Mr. 
 Francis declined to make the test until the patent was secured, as the 
 premature exhibition of it might jeopardize his rights as inventor. The 
 Grand Duke assured Mr. Francis that his rights should be protected un- 
 der any circumstances. No definite conclusion was arrived at at this in- 
 terview. It seems that the War Department were ignorant of the date 
 set by the Navy Department for the test of the boats, and the following 
 letter, asking the date of the tests and if the Military Pontoon Wagon 
 could be tested at Cronstadt at the same time, was written after the test 
 had actually been made : 
 
 (Translation.) 
 
 " The staff of His Imperial Highness the General Inspector of the Engineering 
 Department, in consequence, sir, of your desire to present floating military carts 
 made of fluted iron, has the honor to State that on the i8th of the present Septem- 
 ber a communication was made to the minister of Marine to know whether it is 
 possible to test these carts in accordance with your desire, at the same time with the 
 impending test at Cronstadt of Life-boats proposed also by you, and what time, 
 is appointed for the last named tests. 
 
 " The adjunct of the Minister of War has been pleased to express a desire to 
 examine your vehicles personally, and in consequence of this has commissioned me 
 to request you, sir, to state where and when the Adjutant-General Vasilchikoff can 
 see these vehicles. 
 
 " With regard to the guarantee required by you of secresy it will be communi- 
 cated to you in due time. 
 
HISTORY OF LlFE-SAViNG APPLIANCES. 9l 
 
 " Concerning what may follow I will have the honor to await your communica- 
 tion, 
 
 (Signed.) " COLONEL GATOVSKY. 
 
 " No. 6,669, 23d September, 
 " To Mr. Francis." 
 
 The following is the guarantee referred to in the above letter and is 
 an official translation : 
 
 (Copy.) (Translation.) 
 
 " The Ministry of War hereby testifies that the information given to the Minis- 
 try by Mr. Francis, citizen of the United States of America, concerning new in- 
 vented Military Wagons made of corrugated iron, will not be made use of without 
 Mr. Francis' knowledge. It is likewise strictly forbidden for any person who might 
 have been present during the test of the same wagon to spread any report on that 
 subject, under the fear of being responsible by law. 
 
 (Signed.) " For the Minister of War, 
 
 " General Adjutant PRINCE WASSILTCHI OFF. 
 " 2D October, 1858." 
 
 The following letter was the direct result of the report of the Scien- 
 tific Committee of the 2l8t September. This letter was written in English: 
 
 (Copy.) " 4TH September, 1858 — No. 7,566. 
 
 " Mr Francis : 
 
 " Sir — -His Imperial Highness the Grand Duke Great Admiral has consented to 
 give you an order for nearly twenty boats, as an experiment, which are to be made 
 according to the annexed dimensions ; a final agreement to be made with you, on 
 condition that you previously present an estimate of the price of each boat deliv- 
 ered at Cronstadt, and provided that the cost of each does not surpass the value of 
 our wooden boat. 
 
 " You will please to forward the requested intelligence to the Scientfic Commit- 
 tee as soon as possible, for it has to be laid before His Imperial Highness. 
 " Your most obedient and humble servant, 
 
 (Signed.) " MASHUTIET^." 
 
 The specifications for twenty boats, four of each kind, follow, but will 
 not be of interest to the general reader ; neither will the answer of Mr. 
 Francis. It is sufficient to say that his estimates and specifications were 
 accepted. The following is the official order : 
 
 (Copy.) " lOTH September, 1858 — No. 7,572. 
 
 " Mr. Francis : 
 
 " Sir — The Scientific Committee leaves it entirely to you to form a description 
 of the boats ordered upon which the contract may be grounded, and not knowing 
 what means you exactly possess, does not wish to put difficulties in your way by or- 
 dering new models, but has merely mentioned the length and purpose for which the 
 boats are required. 
 
 " They must be built of galvanized iron ; as to fhtir fittings with air chambers 
 that is left to your best knowledge. 
 
 " Concerning the four long boats, from eighteen to twenty oars ; four cutters, 
 from fourteen to sixteen oars, and four small rowing boats, from six to eight oars, 
 the construction of them is considered indispensable as they are destined for sea- 
 shore service. 
 
 " These boats being merely ordered as a trial, the committee, therefore, does 
 not wish to put any such difficulties in your way as might mar a success. 
 
 " Four boats must be with decks to carry 2,500 poods, and not to draw more 
 than five feet of water ; the sides to be 2 J feet over water when fully loaded. 
 
 " Four boats, about seventy feet long, must carry 9,000 poods. 
 
 " The construction of these boats, as well as the delivery of the same at Cron- 
 
92 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 stadt, and that the custom house duties must fall on account of the Admiralty, to be 
 mentioned in the contract, " I have the honor to be your most obedient servant, 
 (Signed.) " Vice-Admiral MASHUTIETZ, 
 
 " President of the Scientific Committee." 
 
 Notwithstanding Mr. Francis had received the official guarantee 
 above recorded, that his rights of ownership and patent should not be 
 jeopardized by a premature exhibition of his wagons, it was still neces- 
 sary, in order to form a company and appear before the public, for the 
 required capital to manufacture all his inventions in which corrugated 
 iron was used, that the guarantee should assume the tangible form of the 
 jiatent itself, and to hasten the matter he addressed the following letter 
 to the Emperor : 
 
 (Copy.) 
 " To His Imperial Majesty Alexander Nicolaivitch, Emperor of aU the Kussias : 
 
 " Your Imperial Majesty having deigned to express approbation of my inven- 
 tion of corrugated metal wagons and pontoons for military and engineering pur- 
 poses, and His Imperial Higlmess Constantin Nicolaivitch having been pleased to 
 approve of my system of metal boats, barges and batteaux for the use of the imperial 
 navy, I have been encouraged to endeavor to establish, by means of Russian capital 
 and to be carried on with Russian workmen, factories on the Neva and Volga for 
 supplying both services and the public generally with the various articles of my in- 
 vention. 
 
 " It is with deep regret that in consequence of the great delay in the issue of 
 my patent, and having no positive assurance that the establishment will meet with 
 imperial patronage, I have not met with the success I could wish and had antici- 
 pated. 
 
 " 1 am induced therefore, humbly to request that your Imperial Majesty will be 
 graciously pleased to remove these obstacles, and as a still further encouragement to 
 this important enterprise, that your Imperial Majesty will grant the entry into Russia 
 of the tools, material and machinery intended for the factories free of customs duty. 
 
 " Should I obtain these favors in particular, an immediate issue of the patent to 
 give the necessary confidence to capitalists, I could in a few days effect arrangements 
 to authorize me to proceed to my establishments in Germany, England and America, 
 there to command the choicest tools, machinery and materials^ as also some leading 
 workmen, with which to return at the opening of navigation, and I trust that within 
 one month after my arrival, I shall have the factories in successful operation. 
 
 " The machinery put up by the British government, at the Woolwich Arsenal 
 for supplying its army with all the varieties of metal military wagons, I could examine 
 and profit by that experience. 
 
 " I am induced to hope that I wUl be pardoned, and justified in thus freely ap- 
 proaching and addressing your Imperial Highness, by the great economy which must 
 result from a general adoption of my inventions in the Imperial service. 
 
 " The intimated saving on 2000 boats alone, in two years, based upon data 
 furnished me by the Naval Scientific Committee, amounts to many millions of rou- 
 bles ; this assumes that wooden boats of an average length of 29I feet, cost 600 roubles 
 each ; the average duration two years, and that the metal boat at the same price will 
 last at least ten years without repairs. 
 
 " Your Imperial Majesty's humble and obedient servant, 
 
 (Signed,) "JOSEPH FRANCIS. 
 
 " St. Petersburg, Hotel de Russia, 
 
 14th November, 1859." 
 
 In the meantime the examinations and investigations that were 
 continually being made by the Giand Duke, and the Lords of the 
 Admiralty, into the piinciple and strength of the corrugated boats, and 
 their evident superiority as a means of safety, as well as economy, had 
 resulted in large orders for them, upon the manufactories at Hamburg 
 
HISTORT OF LIFE-SAVING APPLIANCES. 93 
 
 and Liverpool. The attention of the Emperor having been called to these 
 facts by the Grand Duke as Great Admiral, the Emperor expressed a de- 
 sire to witness in person an exhibition and test of the military pontoon 
 wagon, and appointed a day, designating the River Neva, near the Win- 
 ter Palace as the place for the trial. 
 
 The day previous to the exhibition, the Emperor sent an aid- de- 
 camp to Mr. Francis, to know what facilities and aid was needed. Mr. 
 Francis informed the officer that as the water was often rough on the 
 Neva and very deep, a man-of-war cutter should be on the spot to guard 
 against accidents, also that twenty -five soldiers should be present and 
 also a few sailors, and that long ropes should be provided. 
 
 On the morning of the day appointed Mr. Francis found that his 
 requests had been strictly complied with. 
 
 A grand review was taking place near by, where the Emperor was 
 reviewing 75,000 troops, yet notwithstanding this, a large crowd collected 
 to witness the more novel spectacle of the pontoon wagon trial. 
 
 It was now past 12 o'clock, the hour appointed, and all were anx- 
 iously watching for the appearance of the Emperor. , In a few moments a 
 mounted officer rode hastily inside the crowd, and called loudly for Mr. 
 Francis. On meeting him, the officer said, "I am the aid-de-camp.of 
 His Majesty, who commanded me to say, that the Emperor is much fati- 
 gued with the review, and wishes to know if Mt. Francis will postpone 
 the exhibition until the follovsdng Saturday, and have the military wagon 
 sent to Jsanskecello on the great lake of the palace grounds." 
 
 Mr. Francis assented, and the postponement being made known to 
 the crowd, they quietly dispersed, the soldiers and sailors filled the man- 
 of-war barge which was rowed oflf down the river. 
 
 The same evening Mr. Francis received the following letter : 
 
 (Translation) " September 25, 1858. 
 
 " The Staff of his Imperial Highness, General Inspector of Engineers, hastens to 
 inform Mr. Francis, that his Imperial Majesty, having altered the stated time and 
 place of the trial of the pontoon wagon, has given orders for the trial to take place 
 on Saturday, September 27, at Jsanskecello, on the great lake. 
 
 " Therefore, will it not please you, dear sir, to send your wagon in good time 
 to the appointed place. 
 
 " As for the men, an order has been communicated to the Jsanskecello Cam- 
 mandant, Lieut. Gen. Baron Valio. 
 
 (Signed,) " TLOIENOBRUEAN TAMOBEHIN. 
 
 " To Mr. Joseph Francis." 
 
 In the meantime Mr. Francis visited the Lake at Jsanskecello, to 
 inspect the grounds around it ; there was an island in the centre of the 
 Lake, some 3U0 yards from the shore, and a point opposite the Island 
 was selected as the spot most desirable for the exhibition. The wagon, 
 models and necessary material were ordered to be transferred to the spot, 
 and on the morning of the day named, all was again in readiness. 
 
 "The Emperor had caused a notice to be given that the palace 
 grounds would be opened and free to the public, and well did the public 
 avail themselves of the privilege, for more than 20,000 spectators arranged 
 themselves in a semi-circle, some 200 yards from the location of the ex- 
 hibition, and strange to say not a policeman, soldier or guard was in 
 sight; the knowledge that the Emperor was to be present being sufficient 
 to command silence and respect. 
 
 As the hour appointed approached, all was in readiness, the military 
 wagon having been placed at the edge of the lake. 
 
94 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 Precisely at 11 o'clock the imperial carriage followed by several 
 others came upon the ground. 
 
 The imperial carriage contained the Emperor and the Grand Duke 
 Constantin ; following were the Ministers of War and of the Navy, the 
 heads of other departments, and officers connected with the war and 
 navy departments. 
 
 The Emperor and Grand Duke at once alighted and approached the 
 spot where the wagon rested, and Mr. Francis stood in waiting ; the min- 
 isters and officers ranged themselves at some distance, for here, as in 
 Austria, except on special occasions, no one but the members of the Impe- 
 rial household are allowed to go near his majesty, except the officers 
 appointed to convey orders to and from his majesty's person. , 
 
 The attention of the Emperor was at once attracted to the beautiful 
 brass models of a man-of-war cutter, and the specimens of plain and cor- 
 rugated sheets of galvanized iron and of copper. 
 
 Mr. Francis at the request of the Emperor, explained the construc- 
 tion of the various inventions, such as pontoons, military wagons, corru- 
 gated iron railway carriages, channel buoys, caissons, navy boats. Life- 
 surf boats and Life-cars. 
 
 In order to show the advantages of the application of corrugations 
 to sheets of metal, Mr. Francis caused a sheet of thin galvanized iron 
 plate four feet long and two feet wide, to be placed on two blocks one 
 foot high, the blocks so placed that the bearings come near the ends of 
 the metal sheet. It immediately bent to the ground of its own weight, 
 This was removed and a corrugated sheet of the same material, the same 
 length, width and thickness was put in its place. Mr. Francis now 
 jumped upon the centre of this sheet, his weight having no effect upon 
 it ; he next took a heavy sledge hammer and made repeated blows upon 
 the centre of the sheet with all his force ; this had no effect upon it ; the 
 Emperor looked on with surprise and astonishment, as it showed him at 
 a glance the marvelous strength corrugations must impart to boats and 
 wagons, over any other material. 
 
 From curiosity the Emperor tried to stand upon the sheet, but being 
 unaccustomed to such exercise he nearly fell down, but was caught by 
 the Grand Duke, and Mr. Francis begged him not to attempt it again, 
 and once more jumped upon the sheet himself. 
 
 The Emperor was deeply interested, more so than would be expected 
 in one not accustomed to constructions or manufactures, but seemingly 
 he felt it his duty to take an interest in an invention that would save 
 human life, and as had been represented to him, would facilitate the 
 movements of an army and its subsistence over rivers and mountains, in 
 advance or retreat, and that would preserve the lives of soldiers and sail- 
 ors, on which so much depends in hostile encounters. 
 
 After an extended examination of the Pontoon Wagon, accompanied 
 by an explanation of its qualities, Mr. Francis applied the severe test of 
 repeated blows upon the corrugations of the wagon with a heavy sledge 
 hammer with all his force, and, as usual, without any effect upon the 
 corrugations. 
 
 Everything being in readiness the wagon was run down into the 
 water. A rope previously attached to the tongue of the wagon was then 
 taken to the island, to which it was hauled with ten soldiers inside. Ar- 
 rived at the island it was pulled upon the dry land. This test was made 
 to show its utility as a means of transporting subsistence for an army 
 without any transhipment, in the case of crossing rivers and streams. 
 
 The wagon was then run into deep water and the wheels and run- 
 
HISTORY OF LIFE-SAVING APPLIANCES. 95 
 
 ning gear detached (as in previous experiments), the wheels and gear 
 sinking to the bottom. The floating body filled with soldiers was then 
 rowed about on the lake, showing its usefulness in transporting troops 
 across rivers and bodies of water where there were no bridges. Mr. Francis 
 explained to the Emperor the rapidity with which pontoon bridges could 
 be constructed with a number of them, over which the heaviest artillery 
 could pass with safety and despatch. 
 
 At the conclusion of the experiments the Emperor formally thanked 
 Mr. Francis for the pleasure and satisfaction derived. 
 
 We have thus followed Mr. Francis from his inception of the crude 
 but foundation principles of our present Life-saving service, in 1812, to his 
 improvement of air chambers in 1818. Thence through the gradual im- 
 provement that experience brought in, the proper adaptation of the air 
 chambers ; the selection and arrangement of his material to resist the 
 most probable strain, and the improved construction made with the 
 view of obtaining the proper combinative arrangements to insure, 
 strength, power of resistance, lightness, speed and buoyancy, until in 
 1830 he turned out the beautiful Seadrift ; and even after, with renewed 
 adjustment (to obtain the above elements) each boat built became the 
 peer of its predecessor, until in 1838 he had matured the invention of the 
 Life-car. The application of a still unknown something was necessary 
 to make the material at hand practically sustain the invention made. 
 None, as Mr. Henry Grinnell so aptly remarked (so much of a truth 
 that we risk a repetition by referring to it,) but a "manufacturer" con- 
 stantly practising with every available material with the view of improv- 
 ing upon it, could have struck upon the idea of applying the principle 
 of corrugations to the only material which offered the combined quali- 
 ties he was seeking : and we have seen how many months, running even 
 into years, of costly experiment it cost him to perfect the Life-car now 
 at Washington, crowned with the laurel wreath of 201 lives saved. We 
 have followed him while introducing those self-same Life-saving Ap- 
 pliances into France, personally, with the recognition, decoration 
 and munificent present of its Emperor, said to have been the finest 
 ever given by him as a testimonial. Thence into England, also per- 
 sonally introducing them to government, with the indorsement of 
 the best engineers of the old world, being the direct cause of estab- 
 lishing large government matiufactories at Woolwich and private ones 
 at Liverpool. Thence to Hamburg, establishing a large manufac- 
 tory. Thence to Vienna, introducing the same Life-saving Appli- 
 ances to the favorable notice of the Emperor Francis Joseph. And 
 last to Russia, with the flattering effect just related. We submit that, 
 with the long and honorable list of names we have been able to officially 
 append, we have more than justified our early statement that Mr. Joseph 
 Francis was not only the inventor of Life- Saving Appliances, but that 
 by his indefatigable exertions he assisted most materially in forming 
 not only our own splendid Life-saving service of to-day, but also of the 
 system as developed throughout the civilized world. Let the record of 
 these pages speak for itself. We may have been wearisome in repeating 
 similar experiments in different countries, but we have tried to avoid de- 
 scribing more than one in each country — as at Havre and at Liverpool, 
 where the most interesting experiments were made with several of his 
 Life-saving Appliances ; but we cannot refrain from giving another re- 
 port of the trial of the boats in Russia, more especially as it is official 
 and differs for the most part with the experiments heretofore recorded : 
 
96 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 (Translated.) 
 
 " Copy of an act by the commission appointed by the Shipbuilding Depart- 
 ment of the Marine Ministry to report upon Mr. Francis' corrugated iron Rowboats, 
 built by himself for the Admiralty : 
 
 " This 24th day of August the commission proceeded to test the said boats, in 
 the presence of the inventor, Mr. Francis, a citizen of the United States of North 
 America ; and the director of the Shipbuilding Department having given his assent 
 thereto, four boats were chosen out of thirty-three — namely, one five-oared, one six- 
 oared, one eight-oared and one twelve-oared boat. 
 
 " A five-oared boat was subjected to the following test : 
 
 " ist. Its speed was tried, comparatively, to that of the five-oared " gunboat " 
 boats (furnished to the government seven gunboats), and was found equal to the lat- 
 ter, although the whaleboats, head and stern, are bluffer than those of the govern- 
 ment boats. 
 
 " The iron boats displayed an extraordinary degree of buoyancy. 
 
 " 2d. The iron boat being filled with water easily bore her crew, consisting of 
 five men. 
 
 '•' 3d. This boat, filled with water, was hauled out upon the beach by the united 
 efforts of thirty men, by means of a rope made fast to a ring driven into her stem, 
 and which did not show any signs of having started. 
 
 " When, however, the boat was thrown upon her beam, in order to let out the 
 water, her side received two slight indentations by striking against the sluice, but 
 Mr. Francis himself set all right again by sixty-four blows with a hammer. 
 
 " Thereupon, the rivets and plates having been examined, the boat was launched 
 afresh and heeled down upon the hammered side, when she gave no sign of leaking. 
 
 " 4th. As a further test, the commission repaired in the five-oared boat on 
 board the screw gunboat Sekira, and having filled the boat with water and ballasted 
 her with forty-two poods weight, a crew of three men remaining in her, she began to 
 sink, but when one of her crew left the boat, she rose out of the water and remained 
 stationary, from whence we may infer that being filled with water, this boat can bear 
 twelve men sitting on her thwarts, but without ballast. 
 
 " 5th. At Mr. Francis' request, the boat was twice directed at full speed against 
 a granite wall and the shocks she experienced were so powerful, that the rowers were 
 thrown from their seats into her bottom, although warned each time to keep their 
 seats. After this test, the stem and fore-rivets were examined and found in perfect 
 order. 
 
 " 6th The twelve-oared boat was manned by twelve men, who were all stationed 
 on one side of her, when their united efforts were hardly sufiicient to heel her down 
 so as to take in water and fill up to the upper edge of her gunwale, in which condi- 
 tion she supported with the greatest ease her whole crew of twelve men, then stationed 
 upon the boats thwarts. 
 
 " The remaining boats having been launched, were examined by the commission 
 and found in perfect order. 
 
 (Signed,) Captain ECHAPPOR, 
 
 Captain PERKIN, 
 
 Of the Shipbuilding Committee. 
 " I attest the above to be a true copy. 
 
 (Signed,) ORLOFF, 
 
 First Assistant Secretary." 
 
 " I certify the above to be a true and faithful translation of the original docu- 
 ment. St. Petersburg, 25th September. 
 
 (Signed,) ALBERT LUDGER, 
 
 A Captain in H. I. Majesty's Pilot Corps, and Translator 
 to the Shipbuilding Department at St. Petersburg." 
 
 There were many fetes to which Mr. Francis was invited, and many 
 incidents very amusing in their character to Americans, which occurred 
 
HISTORY OF LIFE-SAVING APPLIAKOES. 97 
 
 in Ms several visits to the Grand Dukes Constantin, Michael and Nicolas, 
 that would relieve the tedium of this simple narration of facts and inci- 
 dents ; but Mr. Francis presistently declines allowing them a place here, 
 as their narration might seem like self-glorification, whereas he wishes a 
 simple narrative of occurrences, backed by official proof or statements of 
 mechanical facts only, to stand as the record of his inventions and their 
 development under his own personal supervision. We will however un- 
 derscore a sample of a Russian invitation to a fete : 
 
 (Copy.) 
 
 Comptoir de la cour de Monseigneur, 
 
 Le Grand Due, 
 
 NICOI-AS NIEOLAIEVITCH, 
 
 A Saint Petersburg. 
 
 " By order of His Excellency Baron Korlf, Adjutant General of his Imperial 
 Majesty, and Steward of the Household to his highness the Grand Duke Nicolas, 
 Mr. Joseph Francis is requested to make his appearance on Tuesday, August ii, at 
 6 o'clock, P. M. 
 
 Palace AnitchzofF." 
 
 Mr. Francis introduced several of his inventions based upon the ap- 
 plication of corrugated iron, such as the steamers, buoys, caissons, float- 
 ing dock, iron railroad cars, etc., to the Scientific Committee of the Navy, 
 leaving with them models and explanations that they might examine 
 them at their leisure. 
 
 The experiments he had made before the Emperor were so satisfac- 
 tory that they had inspired confidence in the inventions into every de- 
 partment of the Russian government, the consequence of which was that 
 extensive orders for life-boats, channel buoys, military pontoon wagons, 
 etc., were given for all parts of Russia. These orders kept the manufac- 
 tories at Hamburg and Liverpool constantly at work to the utmost limit of 
 their capacity. 
 
 Capitalists, usually slow to move, becoming awakened to the fact 
 that these orders were likely to increase in volume, now flocked around 
 Mr. Francis, desiring that a manufactory should be established in Rus- 
 sia. Just at this time the following was received : 
 
 (Translation.) " 17TH January, 1859. 
 
 " Mr. Joseph Francis, Citizen of the United States of North America : 
 
 " Sir — The Department of Foreign Trade informs Mr. Francis, in answer to his 
 petition addressed to His Imperial Majesty, soliciting an entry, free of duty, of tools, 
 material and machinery requisite for the construction of corrugated metal wagons 
 and pontoons : 
 
 " ist. That of the stated articles machinery only is admitted free of duty ; whereas 
 tools and material, being subject to duty, may not be imported without paying the 
 same — more so when the quantities are not limited and the qualities not specified. 
 
 " 2d. That with regard to the letters patent for the invention of corrugated metal 
 wagons and pontoons, notice will be given by the Department of Manufactures in 
 due time." 
 
 On the receipt of the above Mr. Francis sent the following to the 
 
 Grrand Duke : 
 
 (Copy.) 
 " To His Imperial Highness the Grand Duke Constantin Nicolaivitch : 
 
 " Your Imperial Highness — I beg permission to inclose an official communica- 
 tion from the Department of Foreign Trade received this day, January 22, i860, in 
 
98 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 answer to my petition to His Imperial Majesty, dated November 14, 1859, praying 
 that material and tools for the manufacture in Russia of corrugated iron boats, 
 barges, wagons, tools, etc., under my patent, be admitted free of duty. 
 
 "By the gracious encouragement afforded by your Imperial Highness, General 
 Rumen, Chamberlain to His Majesty, and Baron de Merbzinfeld, Consul of the 
 Netherlands, of Moscow, have been induced to join me in establishing manufac- 
 tories in Russia. 
 
 " I, therefore, humbly appeal to your Imperial Highness to interpose in my be- 
 half, for the following reasons : 
 
 " ist. The prices of the boats 1 am under contract to furnish for the Imperial Navy, 
 the large amount of estimates for barges submitted to the director of the Shipbuild- 
 ing Department, and the contract price for military wagons for the engineers' staff, 
 will not bear a duty and leave any profit. 
 
 " 2d. The sample tools needed for their construction are of ingenious mechan- 
 ism, costly and difficult to obtain, and will serve as patterns for Russian manufacture. 
 
 " 3d . The materials are mostly of corrugated galvanized iron, manufactured 
 from the machinery at my factory in England. It is impossible to prepare them in 
 Russia until machinery is constructed, which will require one or two years. The 
 other materials are both plain and corrugated iron, shaped for different parts of ves- 
 sels and wagons, also galvanized rivet nails, etc.; all of which are applicable to con- 
 structions under my patent. 
 
 " 4th. Having expended a very large amount of money and nearly two years of 
 time in my efforts to establish this branch of industry, and having succeeded in pro- 
 curing the necessary capital and facilities ; and feeling that a duty would paralyze 
 my efforts and endanger the establishment of the works, I humbly appeal to your 
 Imperial Highness, and request that all tools and material' for the construction of 
 corrugated galvanized iron steam-boats, military wagons, pontoons, channel buoys, 
 etc., under my patent may be admitted free of duty, to the amount of 200,000 rou- 
 bles, presuming that the original intention will soon be realized of carrying forward 
 this manufacture, exclusively with Russian materials and workmen. 
 
 "Intending to leave Russia shortly for Hamburg, England and America, to procure 
 materials and machinery, I hope to receive the favor of your Imperial Highness. 
 Your Imperial Highness' humble and obedient servant, 
 
 (Signed,) "JOSEPH FRANCIS. 
 
 St. Petersburg, Junuary 22, i860." 
 
 The following communications bearing on the subject were consecu- 
 tively received : 
 
 (Copy.^ 
 
 " The Department of Foreign Trade hereby requests the favor of Mr. Joseph 
 Francis' presence at the department on Thursday next, 28th inst, about ten o'clock, 
 for the purpose of forwarding some statements concerning the tools, materials and 
 machinery that are to be imported from England for the manufacture of corrugated 
 boats, barges, etc. 26th January, i860. 
 "Mr. Joseph Francis." 
 
 (Copy.) 
 '• To His Excellency General Pashkoff, 
 
 "Director of the Department of Foreign Trade : 
 
 " Your Excellency — In consequence of my letter to His Imperial Highness 
 the Grand Duke Constantin in reference to free duty on machinery, materials and 
 tools for constructing corrugated galvanized iron boats, barges, wagons, etc., and 
 the substance of that letter having been communicated to Your Excellency, and in 
 compliance with Your Excellency's request that I should state specifically the quan- 
 tity and description of the articles referred to, I have the honor herewith to submit 
 a statement : 
 
 " Eighteen hundred poods of machinery, presses, dies and knee-bending ma- 
 chines for corrugating and working the manufacture in Russia. Value about 4,000 
 roubles silver. 
 
I1I8T0RT OP LIFE-SAVING APPLIANOES. 99 
 
 "Sixty thousand poods of corrugated galvanized iron for barges for naval and 
 other purposes, prepared by machinery to shape the different parts of vessels, 
 together with angle iron deck beams, braces, knees, rivets, etc., being parts of 
 the construction. Value about 143,000 roubles silver. 
 
 " Thirty poods of tools, such as shears, cutters, punch machines, punches, sets, 
 clamps, swedges, hammers, thumb-screws, soldering irons, planes, etc. Value about 
 4,000 roubles silver. 
 
 " Eighteen thousand poods corrugated and plain galvanized sheet iron and 
 tinned rivets, for boats contracted for the navy and for other purposes, and for mil- 
 itary and staff engineer wagons, railroad carriages, channel buoys, etc. Value 
 about 45 ,000 roubles silver. 
 
 " Ten thousand superficial feet of oak plank for keels and stems, for navy and 
 other boats. Value about 600 roubles silver, 
 
 " On all the foreign material for this new branch of industry the free duty is 
 asked as an encouragement ; but when once established the intention is to use ma- 
 terials produced in Russia. 
 
 " I have the honor to be, sir, Your Excellency's obedient servant, 
 " St. Petersburg, Feb 28, i860." " JOSEPH FRANCIS. 
 
 (Copy — Translation.) 
 
 " Marine Ministry, St. Petersburg, March 10, i860 — No. 785. 
 " Mr Joseph Francis : 
 
 " Honored Sir — By desire of His Imperial Highness the General Admiral, the 
 Minister of Finances has most humbly-submitted to His Majesty the Emperor a re- 
 port about duty free import of materials and tools for the factory which some Rus- 
 sian and foreign capitalists are establishing at Balakna for producing corrugated 
 galvanized iron of your invention, which His Imperial Majesty has been pleased to 
 grant on the 26th February last. 
 
 " In accordance with this supreme order the Privy Councillor Knazevitch, hav- 
 ing already given the necessary instructions to the custom house, I have the honor 
 to inform you thereof. 
 
 " Accept the assurance of my perfect esteem and regard. 
 
 (Signed.) " M. METLIN." 
 
 (Copy.) 
 " To His Excellency M. Metlin, Minister of the Imperial Marine of Russia : 
 
 '■ Your Excellency — I have the honor to acknowledge receipt of Your Excel- 
 lency's letter. No. 785, dated loth March, i860, informing me that His Imperial 
 Majesty the Emperor has been graciously pleased to grant free duty on materials 
 and tools for the factory I am about to establish in Russia for articles of corrugated 
 iron, and that in accordance with the supreme order the necessary instructions have 
 been given at the custom house. 
 
 " For this additional evidence of favor from His Imperial Majesty, I humbly 
 tender my grateful acknowledgments. 
 
 " I have the honor to be Your Excellency's humble and obedient servant, 
 " Liverpool, England, April i (13th), i860." (Signed.) " JOSEPH FRANCIS. 
 
 In November follov^ing Mr. Francis received the follovs^ing letter 
 from the Emperor, accompanied by the Order of Knighthood of St. 
 Stanislaus, with its medal and diploma : ■ 
 
 "We, by the Grace of God, Alexander the Second, Emperor and Autocrat of 
 all the Russias, Czar of Poland, Grand Duke of Finland, etc., etc., etc. 
 
 " To Joseph Francis, citizen of the United States of North America : 
 
 "The Ministry of Marine, having testified to your particular services, we have 
 graciously been pleased to nominate you a Knight of our Imperial and Royal Order 
 of St. Stanislaus, by a ukaze of November 7, i860, given under our Chapter of Orders, 
 to the end that they do Sign and Seai this Diploma, in witness whereof, and forward 
 to you the insignia of the order. 
 
 (Signed.) " Vice-President, COUNT BORCH. 
 
 " The Lieutenant-General Grand Master of Ceremonies, " REITROVO." 
 
100 HISTORY OP LIFE-SAVING APPLIANCES. 
 
 After the Russian patents had reached Mr. Francis, and after the 
 Imperial decree had been issued, allowing him to ship the material, 
 machinery and tools necessary for the proposed manufactory, to be enter- 
 ed duty free, he immediately left for Hamburg and Liverpool to ship 
 what was required. 
 
 While at Liverpool he received from the Russian government orders 
 for several steamers, to be built of corrugated iron, and to be 150 and 
 200 feet in length. 
 
 These steamers were built in sections at the Liverpool manufactory, 
 and were then transferred in sections, via St. Petersburg and Moscow, 
 and on to Nigni Novgorod, on the River Volga, thence over the Ural 
 Mountains in Asia. At the same time a corrugafed iron floating dock 
 was transported in sections to the same destination, for the purpose of 
 taking up the steamers for examination or repairs. " 
 
 These steamers and the floating dock were built under the special 
 superintendence of Admiral Boutakoff, of the Russian Navy, the Com- 
 mander of the fleet which visited this country in 1877. 
 
 Below we give a letter from Admiral Boutakofl', to the Imperial 
 Navy, relating to the building of the corrugated steamers, and also a let- 
 ter from him to Mr| Francis : 
 
 (Copy.) 
 
 "Liverpool, 15th November, t86o. 
 
 "Honored Sir: — I have sent to the Scientific Committee of the Marine Min- 
 istry, with my reports of the 15th and 17th of October, for publication in the Marine 
 Journal, a short article concerning the corrugated iron steamers. In addition to in- 
 formation therein contained, I would state that it is my conviction that for our rivers, 
 which are from year to year getting more shallow, there cannot be built a more suit- 
 able steamer than the above. In the discharge of my duty, I communicate to you 
 the result of the trials which have been made at the Liverpool factory. 
 
 " The corrugation of sheets of iron is effected, as may be known to you, crosswise 
 and not lengthwise, and the sheets of the hull are riveted together by lapping one 
 upon the other, corrugation upon corrugation, and a double row of rivets put in. 
 
 " It was important to ascertain the relative strength of the riveted lap to a whole 
 sheet before proceeding with the construction of the steamers. For that purpose we 
 placed upon two blocks a riveted sheet a. a (as marked in the diagram accompany- 
 ing this), three feet ten inches in length by two feet six inches wide and three- 
 sixteenths of an inch thick. We then began by laying on it, directly over the line 
 of the rivets, zinc slabs, b. b. each weighing thirty one pounds English. 
 
 " The sheet broke at one row of rivets after having placed upon it 188 slabs, or 
 160 poods of fourteen pounds each, (nearly three tons), after this test a whole sheet 
 of the same measure was placed upon the blocks, and it bent after 199 slabs or 170 
 poods, (over three tons) had been placed upon it. 
 
 "Finally we took a plain sheet of iron the same measure, not corrugated, and 
 it bent and fell from the blocks after ten slabs had been placed upon it. I believe 
 that such results settle the question in regard to the local strength which corrugation 
 imparts to iron and its adaptation in the construction of vessels. 
 
 " With sincere regard, 
 
 (Signed.) "ALEXANDER BOUTAKOFF. 
 
 " To Admiral Arkass." 
 
 (Letter from Admiral Boutakoff to Mr. Francis.) 
 
 "Fort No. i, Syr Dariah, July 3, 1862. 
 " Dear Mr. Francis — The new steamers of my flotilla, built at your works at 
 Liverpool, are not yet launched, but I hope to accomplish it in about a month. The 
 boilers, on account of the great difficulty of transporting them across the desert will 
 not arrive before the middle of August, so that I shall not have sufficient time to em- 
 ploy the new steamers this year, but will give them a trial upon the Syr Dariah. The 
 
TEST OF CORRUGATED IRON LAP MADE IN LIVERPOOL BY 
 ADMIRAL BOUTAKOPP, R. I. K". 
 
BUILT BY 
 
 CORRUGATED IRON FLOATING DOCK FOR ARAL SKA IN ASIA. 
 
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 parts of the pontoon dock will be here about the end of August, giving us time to 
 put them together next winter. 
 
 " With a hearty shake hands, and my sincere sympathies with your northern 
 countrymen, of whose victories I congratulate you. • 
 
 " I remain, yours most truly, 
 
 (Signed,) "A. BOUTAKOFF." 
 
 The letter from Captain BoutakoflE refers to the steamer of which the 
 above is a photograph, being built upon the same model as the cor- 
 rugated iron steam yacht for His Highness the Nawab Nazim of Bengal. 
 The steamer was 200 feet in length and of light draught, suitable for the 
 waters of the Aral Sea, in Asia. The object of the Russian government 
 was to survey the shores of the sea and establish fortifications on its dif- 
 ferent points in order to hold possession. 
 
 The letter dates from Fort No. 1, Syr Dariah. At the present time 
 the government has obtained possession, established forts, and made 
 great improvements. 
 
 The manufactory at Liverpool had been making a large number of 
 steam tugs and steamers under Mr. Francis' invention of coiTUgated iron, 
 and the result of many interesting experiments is in our hands ; but as we 
 have shown the largely increased strength and rigidity given to iron by 
 corrugations it is unnecessary to ■ detail further experiments here. The 
 reader will readily understand to what an extent these steamers and tugs 
 became life-preserving by the application of this principle. 
 
 As soon as Mr. Francis had shipped the necessary material, machin- 
 ery and tools for the new factory he returned to St. Petersburg. 
 
 He at once acknowledged the receipt of the Emperor's favor and 
 diploma, as follows : 
 
 " To His Excellency the Minister of the Imperial Marine : 
 
 " Your Excellency — I am honored ^with Your Excellency's communication. 
 No. 2,667, dated December 8, accompanying the insignia of the order of St. Stanis- 
 laus, with the imperial letters patent, and informing me that His Majesty had been 
 pleased, on the request of His Imperial Highness the Grand Duke, Lord High Ad- 
 miral, to confer on me this Order as a mark of His Majesty's favor. 
 
 "I beg to express my grateful thanks for this mark of august favor from His 
 Imperial Majesty, and the gracious interposition of His Imperial Highness. 
 
 " Presenting my acknowledgments to Your Excellency, I have the honor to be 
 Your Excellency's obedient servant. (Signed.) " JOSEPH FRANCIS. 
 
 " St. Petersburg, Dec. 10, i860." 
 
 In the succeeding February Mr. Francis received the following : 
 
 (Copy.) 
 
 " General Greig presents his compliments to Mr. Francis and hastens to forward 
 to him the new patent of Knighthood of the Order of St. Stanislaus, which he has 
 just received from the Grand Chapter of the Imperial Orders Admiralty. 
 "9TH February, 1861." 
 
 Shortly after the return of Mr. Francis to St. Petersburg he disposed 
 of a part of his Russian patent to parties in Moscow, covering Moscow 
 and the territory between that city and the River Volga, including the 
 River Don and the Caspian Sea. A factory was established at Niji- 
 Novgorod, vidth all the necessary machinery for building corrugated iron 
 boats, and particularly corrugated iron steamers, many of which were 
 built for the navigation of the Volga, with a length of from 100 to 150 
 feet. 
 
 The larger class of steamers, with floating docks, pontoons, channel 
 
102 HISTORY OF LIFE-SAVING APPLIAnCEIS. 
 
 buoys, etc., all of corrugated iron, were built at the Liverpool factory. 
 We append here a view of a corrugated iron steam yacht (Francis' 
 patent), built by order for His Highness the Nawab Nazim of Bengal 
 (Moorshedabad). 
 
 Lithographs of the completed steamers built for the Kussian Navy 
 were forwarded to Mr. Francis, and were by him presented to the Great 
 Admiral the Grrand Duke Constantin, as follows : 
 
 " To His Imperial Highness the Grand Duke Constantin : 
 
 " I beg leave to present to Your Imperial Highness lithographs of the two corru- 
 gated galvanized iron steamers built at Liverpool for the SyrDariah River, under the 
 supervision of Captain A. Boutakoif, of the Russian Imperial Navy. 
 
 " The two steamers, together with one barge and a lifting dock, are finished, 
 ready for shipment. Captain Boutakoff left Liverpool March 25 (13th). 
 " Your Imperial Highness' humble servant, 
 (Signed.) "JOSEPH FRANCIS." 
 
 " Marine Ministry of the Shipbuilding Dep't, March 31, 1861 — No. 189. 
 " To Mr. Joseph Francis : 
 
 " The letter which you addressed to His Imperial Highness the Grand Duke, 
 General Admiral, on the 25th March, with which you presented to His Imperial 
 Highness two drawings of corrugated iron steamers, has been sent to this committee, 
 with a resolution from the Ministry of Marine, stating that His Imperial Highness 
 desired his thanks to you. The committee has the honor to inform you thereof. 
 " Manager, Bellarmsky. " THE PRESIDENT. 
 
 (Signed.) "Major-General CHERNOFSKY." 
 
 We have noted, as we have passed through the great business cen- 
 tres of the civilized world with Mr. Francis, as he established his manu- 
 factories from which to issue the products of his inventive skill, the 
 points where his inventions were brought out — or, in other words, made 
 a specialty, as, for instance, the Military Pontoon Wagon, which with the 
 application of his more recent invention, the "stop corrugation," had 
 been greatly cheapened and so improved that they could, with all their 
 superiority, be manufactured as cheaply as wooden ones, the result of 
 which was that they became a leading feature in the War Depart- 
 ments of England and Russia. 
 
 The company in Russia, in connection with the manufacture of the 
 improved Army Wagon, took up and brought out Mr. Francis' inven- 
 tion of the corrugated iron Railroad Car. Some one here will ask what 
 has a railroad car got to do with Life-saving Appliances ? Much, as 
 those who have been so unfortunate as to be the victims of a collision 
 where wood splinters and broken beams were hurled as deadly missiles, 
 will testify. Much, as those will testify who have seen overturned 
 cars, with their human freight, burned by an upsetting stove. 
 
 Mr. Francis had seen all his inventions in a fair state of forward- 
 ness for construction, when business engagements obliged him to re- 
 turn to Hamburg and Liverpool. 
 
 As will be seen, we have purposely placed this work in two parts 
 a summary. Mr. Francis belongs to the old school of practical men, 
 like the venerable Peter Cooper. More willing that his acts should make 
 their mark than that' a single expression of his compiler should lead to 
 the public impression that he courted a fulsome public opinion. The cen- 
 sorship of Mr. Francis has been so strong in the two preceding parts 
 that we have really been obliged to leave out very many incidents, 
 not only amusing but instractive, that might have, or seem to have, a 
 
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ittS^OEY OP LIFli-SAViNG APPLIANCES. 103 
 
 tendency to self-aggrandizement. Whatever has been written is backed 
 by authoritative proofs. 
 
 At this time Mr. Francis had attained the zenith of his efforts, and a 
 retrospect of the usefulness of his inventions, even bound by his rules of 
 censorship, may be interesting and instructive as showing the gradual 
 unfolding of a life-long determination to be instrumental in saving hu- 
 man life. His first mechanical instincts developed a tendency and 
 capacity for building life-sa,ving boats, and at eleven years of age he had 
 not only made what in a boy would be termed a passable model, but 
 had originated an idea in lines and buoyancy which were before un- 
 known. 
 
 In the meantime he had invented and applied, for the first time, the 
 utilization of cork in the fore and aft chambers to secure a buoyancy 
 hitherto unknown, at the same time reducing the lines of his models to 
 attain the greatest speed, and so far had he improved on all known mod- 
 els as to be entrusted, when only twenty-four years of age (1825) in 
 building a boat for a racing club in Quebec, which competed success- 
 fully with the best English built boats of the period. 
 
 The next notable boat built by him was for the New York Boat 
 Club, composed of gentlemen of the highest standing in JS'ew York, with 
 Robert L. Stevens, Ogden Hoffman, Samuel V^erplank, Charles L. Liv- 
 ingston and others among its members. For this club he built a boat, 
 excelling in beauty of construction, safety and speed any boat previously 
 known in American waters. This was shortly after supplanted by the 
 beautiful Seadrift, which became the pride of the club, and is even now 
 kept as a sacred relic at the residence Jt Mr. Verplank, on the Hudson. 
 
 . Mr Francis had so successfully improved in the building of Wooden 
 Life-boats that the government had ordered many for the navy, and re- 
 quested him to proceed to the navy yard at Portsmouth, N. H., and per- 
 sonally attend to the construction of his Life- boats for the frigates then 
 being constructed there. 
 
 After the proof of their qualities the demand was so great thai be- 
 tween the years 1830 and 1835 scarcely a government vessel, or of the 
 mercantile marine of the principle ports of the United States but was sup- 
 plied vrith one or more of his even then famous Life-boats. 
 
 So many testimonials had been received by Mr. Francis in relation 
 to the superiority and life-saving qualities of his boats that he had given 
 an immense amount of study to the construction of a covered boat that 
 would land passengers from a wreck through a heavy surf ; the difficul- 
 ties attending the construction of such a boat, or surf or Life- car can best 
 be known by the fact that none had ever been constructed, and to use 
 the expression of the Secretary of the Treasuiy some eight years after, 
 "there was no means known under heaven for saving people from wreck 
 in a heavy surf !" Mr. Francis saw the diflaculty and set about to over- 
 come it, resulting in 1838 in the invention of the Life-car, so far as the 
 form of construction was concerned. He succeeded so far in his principle 
 as to prove positively that his car would keep right-side up in any surf 
 and would keep the passengers dry, giving them sufficient air for any 
 reasonable voyage from a wreck to the shore. Now came the most diffi- 
 cult point to overcome, to provide material with sufficient buoyancy and 
 resisting force to withstand the buffetings of a heavy surf on a rocky 
 shore. Part one, graphically describes his experiments. It was not 
 until 1841, after making every effort to construct a car of wood, the only 
 material then known, that he began to experiment with iron. That por- 
 tion of part one, which deals with his presistent trials with this new 
 
l04 HISTORY Ot tiFE-SAViNG APPIJANOES. 
 
 material to make it withstand the necessary strain and concussion, will 
 be intensely interesting and instructive to mechanics and scientists. 'J'he 
 result was the discovery and application of the only material yet known 
 that would meet every requisite for a Life-car, and with his invention of 
 the application of the necessary dies for the construction and application 
 of corrugations in irregular lines, his invention of 1838 became complete, 
 and in 1845 he took out his patent for the application of corrugations to 
 all vessels built of metal. 
 
 In the meantime the fame of his wooden Life-boats had reached 
 Europe, and the International Shipwreck Society for all nations had sent 
 him letters requesting him to correspond with them, and making him a 
 correspondent of their organization, instituted in 1885, numbering among 
 its members the most estimable men of all Europe. 
 
 Mr. Francis replied and gave a detailed account of his experiments 
 with corrugated galvanized iron in- the construction of his Life- car, and 
 the success attending those experiments. The society in turn made him 
 a Benefactor, and with a medal, sent him a lull diploma of the Interna- 
 tional Shipwreck Society for all nations, dated February 1, 1842, the first 
 ever received by an American citizen. 
 
 While Mr. Francis commenced the manufacture of Life- cars on his 
 new principle as early as 1843, it was not until 1847 he commenced his 
 really perfected Life-car, the one whose fame as having saved 201 lives 
 in 1850, is now at the National Museum in Washington. 
 
 After completing it and testing its capacity, he tried to have the 
 Secretary of the Treasury give it a practical test ; he however, declined as 
 stated above. 
 
 The Life-car was put on the coast to test her usefullness, and in order 
 ' to ptactically demonstrate the value of India Rubber Floats, Mr. Francis 
 allowed them to be placed around the car only as an experiment, in place 
 of the cork fenders which were removed. 
 
 The result was shown at the wreck of the Ayrshire, as stated in the 
 letter of John Maxen, in another page of this work. 
 
 After the perfected Life-car had done her noble work, Mr. Francis 
 filed a caveat for the special protection of his invention, and an applica- 
 tion for a patent in 1 85 1 . He was told by the C ommissioner of Patents that 
 he did not require one, as his patent of 1845 fully covered the invention 
 of" the Life-car. 
 
 In 1855 Mr. Francis sailed for Europe, and after ■ the interesting 
 experiments in France, went to London and was soon in communication 
 with the celebrated Robert Stevenson, who presided at the Society of 
 Engineers, in Great George street, Westminster, and who was ably 
 seconded by Sir Charles Manby. Mr. Francis was fortunate in receiv- 
 ing the confidence, aid and respect of these two distinguised Engineers 
 whose wonderful ability was known throughout the world. 
 
 After perfecting the factories in Liverpool, Woolwich Dock Yard, 
 Russia and Hamburg, Mr. Francis returned to his native country after 
 an absence of nine years. 
 
StSTORY OP LIFE-SAViNG APtLIANOES. 106 
 
 SUMMARY. 
 
 It has been noted in these pages that it \^as the intention of Mr. 
 Francis that this volume should be devoted to business transactions and 
 mechanical and scientific matters, and a notice of constructions of Life- 
 saving Appliances, both on land and ocean, in America and Europe, 
 commencing in 1812. His struggles, labors and perseverance in the 
 United States were successful ; prevailing against prejudice, based on 
 ignorance, in the early days of this century. 
 
 Broken in health by incessant labor, in 1855, he yielded to the per- 
 suasion of his friends to seek relaxation in Europe. After nine years' 
 absence, crowned with unequalled success, honored and rewarded as few 
 Americans have been, he returned to his own country. 
 
 We meet him here now, in 1885, and have aided him in the compila- 
 tion of his history, which to the intelligent will be interesting and in- 
 structive. We, therefore, propose a short resume, or what is called in 
 the legal profession a " summing up " or " brief," as a concentration of 
 the main points for the casual reader to make clear in his mind the ob- 
 jects and accomplishment of his life labor. 
 
 We may repeat here that the published records, and at times thrill- 
 ing scenes and incidents, dating back before the present generation, 
 some seventy years past, were not preserved ; therefore it cannot be ex- 
 pected that more than a tithe can be in the memory of one so far ad- 
 vanced in years and so intensely devoted to the object of his life. 
 
 We have referred in other pages to the need of the lost material 
 and records of disaster and death to give some idea of the loss of life 
 by shipwreck, especially previous to 1830, and we are surprised at this last 
 moment to receive from a Western city a copy of the New York daily 
 Tribune (office 160 Nassau street), dated November 6, 1842, by Greeley & 
 McElrath, in which is an article on this subject, which gives the loss of 
 life by shipwreck on the coasts of the United States, England and 
 France, between November 6, 1842, and Mar(;h 27, 1843, to be "one 
 thousand four hundred and fifty-one " by the swamping of boats ; and 
 instances from memory of the Pulaski, Mexico, Bristol, Lexington, 
 President, Washington, Erie, Vermillion, Royal Tar, and a great many 
 others, by which our fathers, mothers, brothers, wives and children from 
 our own firesides, for want of a life-boat, have found a watery grave. 
 Reference is also made to the action of the committees appointed from 
 time to time by the American Institute, as well as the Chamber of Com- 
 merce of New York on this subject, which is referred to in this volume. 
 
 If we were to add to the army of the lost before and since the date 
 named in the Tribune (1842) it would be many thousands. They, espe- 
 cially of late years, were, as is often remarked, only " poor emigrants 
 and working people ;" but they were human beings, and their lives are 
 as dear to them and their wives and children as to . the rich man who 
 would|give his millions to plant his foot upon the shore, especially on 
 such a night storm as the loss of the Mexico and Ayrshire. All vessels, 
 from the gorgeous steam packet to the freighting craft, must sometimes 
 
l06 iiiSTORY oi' Life-saving AtPLiANCEg. 
 
 find their destined homes on the bottom of the ocean or the sea shore, 
 for it is seldom that vessels are broken up on the land. It may be re- 
 marked here that Mr. Francis would not consent to any reference to 
 scenes of shipwreck and loss of life in this work for notoriety or gain, 
 for he is not now engaged in any manufacture or business, nor has he 
 been so for twenty years. 
 
 His labors were in the rough field sixty year ago, creating means 
 that were sure, and removing obstacles hitherto considered impassable 
 barriers to the saving of human life on the occasion of shipwrecks. Not- 
 withstanding his efforts were looked upon with disfavor at the outset, 
 his personal perseverance knew no check by adverse sentiment until the 
 perfection of his life-saving appliances had been* fully acknowledged, 
 not only by the government of his own country, but by the most august 
 and mighty rulers on the thrones of the old world. 
 
 He knew that the brave and daring surf man on the coast would risk 
 his life and often lose it to rescue strangers. Their courage never failed, 
 although it needed more to face the combing surf than that of the enemy in 
 front of battle. How many hundreds of lives have been saved by the 
 "Heroes of the Surf" and poor fishermen of the olden time on their way to 
 the scene of the wreck, would turn for a last look to wife and child- 
 ren, who were left destitue with no aid or sympathy except from distant 
 neighbors as poor as themselves from the same cause. 
 
 The warrior has his monument of granite for destroyiitg,- the hero 
 of the surf has a monument of sand for saving, which is obliterated by 
 the first wave of the sea. If he lives he would take the rescued, rich or 
 poor to his hut, and feed and clothe as if of his own blood or kin. 
 
 All is changed on the coast since the organization of the Life Saving 
 Service. Too much praise cannot be given to the distinguished philan- 
 trophist Mr. Walter R. Jones, through whose instrumentality and perse- 
 verance the first effective efforts were made to create means of safety of 
 both life and property on the coast. Afterwards, he was aided by gov- 
 erment money which was placed in his hands for disbursement. Finally 
 a permanent organization was made entirely under government control, 
 with ample appropriations to perfect the service. It has now under the 
 able administration of Mr. S. T. Kemball, the present General Superin- 
 tendent, become the grandest Life Saving Institution in the world. 
 
 From a memorandum just at hand, it may be noted here, that the 
 corrugated iron surf boats saved 624 passengers from the vn-ecks of the 
 Barque Malvin, Barque Henry and Ship Catharine, between the years 
 1851 and 1854. 
 
 These affidavits, carefully read, will in their consecutive order, show 
 that no where in all the world were Life-boats or Life-cars ever built on 
 the models or by the methods of construction employed by Mr. Francis ; 
 that no man living save himself had the right, the skill or the facilities 
 for building them. They show step by step his progress, year by year 
 his tests, his experiments, his successes. They are a condensed and com- 
 prehensive history of industrious effort, of struggles and perseverance, of 
 liberal expenditures, prompted by faith in a certain recompense. They 
 show that though years have intervened, the work in which he was en- 
 gaged and the product of his efforts had made a lasting impression upon 
 the popular mind, and that in whatever direction he might turn there 
 were to be found witnesses innumerable of his life work. Even his old 
 workmen come with their voluntary contributions of proof. 
 
 The following report of Special Agent Burns to the Treasury Depart- 
 ment, was published August 7, 1884 : 
 
lliS^ORY OF LiFE-SAVlKG APPlIANCtS. l67 
 
 LIFE SAVING SERVICE.^ — JUSTICE DOUBLY JUST. 
 
 The following report, the outcome of a demand for an investigation by Super- 
 intendent Kemball, serves not only as a vindication of that gentleman — who really 
 never needed any — but also serves as a vindication of the rights of one, who, for more 
 than thirty years has persistently fought the devices and trickery used to rob him of 
 the fruits of his talent and labors, by this same "Senion Captain" Ottinger. But, 
 even at this late day justice will be done, and the laurels disposed where the belong 
 — on the gray head of Joseph Francis ! 
 
 " Special Agent Burns, of the Treasury Department, who was charged with the 
 investigation of certain charges agamst the management of the Life Saving Service 
 and against Superintendent Kemball of that service, which were made in an article 
 published in an Erie, Pa. newspaper in Jan jary last, has made his report to the Secre- 
 tary of the Treasury . The article in question charged that the Life Saving Service 
 was grossly inefficient, and that Mr. Kemball, the general superintendent was direct-" 
 ly responsible for an appalling loss of life, by reason of his mismanagement of the 
 service, in that he had through jealousy of Captain Douglas Ottinger, who is a citi- 
 zen of Erie, excluded from the stations the most effective apparatus and appliances, 
 (all of them claimed to be of Captain Ottinger's invention), and had substituted 
 therefor inadequate appliances. In support of the charges, special stress was laid in 
 the article on the adoption by Superintendent Kemball for use in the service of the 
 '•Lyle Gun" and the " Breeches Buoy " as substitutes for the heavier gun invented 
 by Captain Ottinger, and a Life-car also of the latter's invention. 
 
 " Upon the publication of these charges Superintendent Kemball asked for an 
 investigation and Special Agent Burns was detailed for the service. He finds that 
 the charges were instigated by Captain Ottinger, and were published without malice 
 by the newspaper ; that every material allegation contained in the charges as pub- 
 lished is false ; that the service was right in adopting the Lyle gun, as it is superior 
 to any of the guns brought to his notice during the investigation and fills all require- 
 ments better than any of them; and that every station is provided with a Life-car as 
 well as the breeches buoy, it being left to the discretion of the station keeper which 
 he shall use on any occasion of wreck." 
 
 Why neglect the official service paid for by the goverment to specu- 
 late in the inventions and discoveries of others writhout any practical or 
 scientfic acquirement of his ovpn, and grasp by misrepresentation and 
 fraud these inventions and manufactures of others, when becoming of his- 
 toric value, and thus prevent their being of use to the public ; and why 
 not be content with excessive compensation for mere nominal service. 
 
 The great strength of the constructions by this system of corrugat- 
 ing iron is shown by the journeyings of the Ayrshire Life-car, including 
 an aggregate of ten thousand miles. This is partly accounted for by the 
 fact that its success in saving life on the New Jersey coast made it an 
 object of such interest in America and Europe that Mr. Francis received 
 applications for the care of it to the great exhibitions at home and abroad. 
 To show that it has never been out of the possession and control of its 
 owner and builder until its late donation and transfer to the National 
 Museum by Mr. Francis, a consecutive list of its movements, covering a 
 period of thirty-six years, is here inserted : 
 
 1st. After repeated experimental tests it was placed on the coast of 
 New Jersey in 1849. 
 
 2d. Rescued from the deck of the British ship Ayrshire 201 lives in 
 January, 1850. 
 
 3d. In the same year moved from the coast to Mr. Francis' factory. 
 
 4th. From thence it was taken to the United States Arsenal, Wash- 
 ington, D. C, for inspection by the President. 
 
 5th. From the Arsenal it was removed to the rotunda of the Capitol 
 for exhibition to both houses of Congress and the public. 
 
l08 HtSTOEir OF LtFE-SAViNG Al»PLIANCESi 
 
 6th. Prom the rotunda to the Washington Navy Yard. 
 
 7th. From the Washington to the Brooklyn N avy Yard. 
 
 8th. From the Brooklyn Navy Yard on board the schooner Euphame, 
 on the North River, by which it was carried to Tom's River, N. J., then 
 the residence of Mr. Francis. 
 
 9th. From Tom's River it was taken to the Mount St. Yincent Mu- 
 seum, Central Park, New York. 
 
 10th. When this museum was burned the car was rescued and de- 
 posited in the Sheepf old, Central Park. 
 
 11th. From thence it was removed to the Arsenal Museum in Central 
 Park. 
 
 12th. From the Arsenal Museum it was removed to the American In- 
 stitute Fair, New York, to which it was loaned by Mr. Francis. 
 
 13th. Returned from the Institute Fair to the Central Park Arsenal. 
 
 14th. From thence to Steinway Hall, New York, for exhibition. 
 
 15th. From Steinway Hall back to the Arsenal Museum, Central Park. 
 
 16th. From thence it was sent to the Fisheries Exposition, London, 
 England, under the supervision of the United States Treasury Depart- 
 ment, to which it was loaned by Mr. Francis. 
 
 17th. Returned from the London Exposition in 1883. 
 
 18th. From thence sent to the Armory Building, Washington, D. C. 
 
 19th. Returned from Washington to New York. 
 
 20th. From New York to Bay Head, on the New Jersey coast, near 
 the scene of the Ayrshire wreck. This was done for the purpose of iden- 
 tification, by the Hon. Charles J. Folger, late Secretary of the Treasury, 
 at the time he ordered an investigation, which resulted in the substan- 
 tiation of Mr. Francis' title. 
 
 21st. After the most positive proof of identity it was returned to the 
 Armory Building, Washington, D. C. 
 
 22d and last, it was transferred from the Armory to the National 
 Museum, where it was deposited, with other interesting relics donated by 
 Mr. Francis, including his diploma from the International Shipwreck 
 Society of France of all Nations, dated February 1, 1842, and where it 
 will permanently remain, an object of great interest to visitors. 
 
 Mr. Francis, in his earliest youth, became interested in the subject 
 which has absorbed all the years of his life. Even in his boyhood he 
 became an inventor and ah artificer of Life-saving Appliances. In his 
 maturer years he became a workman, a master-workman, and upon his 
 own " tressel-boards " he designed with his own hands the symmetrical 
 lines of his life-saving vessels. This man, whose spurious claim de- 
 ceived, by false papers and misstatements. Congress recognized pecuni- 
 arily, but which has never otherwise been recognized by the government 
 or by the people, was a subordinate officer in the revenue service, and at 
 one time for four months had supervision of some temporary life-saving 
 stations on the New Jersey coast. 
 
 The Representative (Hon. S. S. Cox, of New York) who exposed the 
 character of this pretended claim was in possession of the proof upon 
 which his resistance was based, and what he did was of his own mo- 
 tion and without the spur of an ulterior motive. But let us pursue 
 the record which is to furnish the testimony for the final verdict. 
 
 Early in 1883 the Secretary of the Treasury requested the permis- 
 sion of the Commissioners of Central Park, in New York city, to place 
 the Francis patent metallic Life-car, which was then in the Central Park 
 Museum, with the Life-saving exhibit at the Fisheries Exposition in 
 London, England. The Park Commissioners referred the request to Mr, 
 
HISTOKY OF LIFE-SAVING APPUANCES. 109 
 
 Francis, with a favorable recommendation. Though quite ill at the time 
 he promptly wrote his consent to the transfer, through the agency of the 
 Treasury Department, of the "Ayrshire relic" to London, for exhibition 
 On its arrival, and when it had been placed in position in the Exposition 
 Building, the man who had unjustly obtained an appropriation of 
 $10,000, and who subsequently figured as an unsuccessful suitor for other 
 benefits, appeared and demanded that the inscription " 1850— Francis' 
 Patent MetatUc Life-car " should be removed and " his own name sub- 
 stituted." 
 
 The reader should bear in mind that the patents of Mr. Francis 
 covered the Life-car itself and the material of which it was made ; that 
 it was constructed at his own manufactory ; that some of the workmen 
 who built it were still living ; that it was his property ; that he had 
 never received the slightest pecuniary compensation for its services ; 
 that it had never been out of his possession except when loaned ; that 
 it had travelled ten thousand miles for exhibition; that the govern- 
 ment agency in it had been to relieve him of part only of the cost of 
 transportation, and that he was the owner of it down to the recent date 
 of its donation and acceptance by Professor Baird, to be placed for all 
 time for exhibition in the National Museum at Washington, with the facts, 
 concerning which there was nothing vague or mysterious. It is sufficient 
 to say that no attention was paid to a "demand" that was simply ridicu- 
 lous. 
 
 There are, however, other examples of his in urging his pretended 
 claims upon flimsy pretexts. In the course of time he appeared in the 
 Treasury Department with a paper claiming "priority of invention ;" as- 
 suming that the Francis' Life-car — the identical Life-car that he claimed 
 to own in London, and upon which he based his solicitation for flO.OOO — 
 was not the one that was used at the Ayrshire wrecTc, and that he had 
 designed one of different material and construction, the statement being- 
 verified by the appearance of a picture exhibiting a bad imitation of 
 the Francis' Life-car, having a smooth and not a corrugated surface. In 
 this last performance we have an illustration of fatal inconsistency. Be- 
 fore Congress he claimed to be inventor and owner of the " Ayrshire Life- 
 car," and pleaded for compensation for its unparalleled performance. In 
 London he arrogantly demanded the erasure of the real inventor's name, 
 and was rebuked by peremptory refusal. 
 
 Next he appears ignoring his former actions by the concession of 
 the identity and achievements of the Francis car, pretends that he in- 
 vented if he did not use it first, and offers a ^^ picture'''' in evidence of a 
 something that, if it had ever been made or put to the test, would have 
 been incapable of saving a life. 
 
 As has been stated the inventions of the Francis Life-boat and Life- 
 car were simultaneous, and they were both embraced in his original 
 patents and those of subsequent issue that included his improvements. 
 There was never any question as to these facts, nor any doubt as to the 
 notoriety and popularity of his inventions. As an evidence of the esti- 
 mation in which they were held by our own government, read the follow- 
 ing circular from the Treasury Department : 
 
 (Circular.) " Treasury Department, March 8, 1851. 
 
 " Sir It having been determined by this department to substitute Francis' 
 
 metallic boats for the wooden boats now in use for revenue purposes, no further re- 
 pairs will be sanctioned on such boats. When the boat at your port is declared 
 unfit fot further use without repairs, you will* so advise the department, giving the 
 
110 HISTORY OF IflFE-SAVING APPLIANCES. 
 
 length, breath and depth of said boat, when her place will be supplied with the 
 metallic boat above referred to. 
 
 " Very respectfully, your obedient servant, 
 (Signed,) "THOMAS CORWIN, 
 
 " Secretary of the Treasury." 
 "To Collectors of the Customs and Captains of Revenue Cutters." 
 
 Inasmuch as the Treasury Deparment has direct supervision of the 
 Revenue Marine, and the officer had raised the issue of proprietary in- 
 terest, the secretary of that department, the late Hon. Charles J. Folger, 
 to ascertain vrhether or not this branch of the government had been 
 deceived, ordered an investigation, made a report over his own signature 
 in which he says : "The recent investigation of tlie matter to which you 
 refer, appears to establish the fact that the car is the same which saved 
 the people from the Ayrshire in 1850." This letter is dated June 28, 
 1884, and is addressed- to Joseph Francis. In a personal interview with 
 the writer of this, Judge Folger, Just previous to his fatal illness, volun- 
 tarily expressed his emphatic conviction of Mr. Francis' unquestionable 
 claim to the invention, construction and ownership of this car. Wow, 
 mark again, the extraordinary conduct of this man, entrusted with an 
 honorable and responsible position under the government : In London 
 claiming to be the patentee and manufacturer of this car, demanding the 
 erasure of the name of the true inventor and maker and the substitution 
 of his own. Before Congress making a similar pretence, and pressing for 
 another appropriation as a recompense for the lives it had saved. Last of 
 all denying its identity and endeavoring to supplant it by substituting 
 his own spurious production in the form of a photograph. 
 
 Mr. Francis had an unbroken, undisputed record, substantiating his 
 claim to all his inventions, and to the origin and ownership of the first 
 perfect Life-car ever constructed and used in the United States, or in the 
 world. 
 
 It was not until a renewed attempt was made to obtain more money 
 and other benefits, by a false pretense, that Mr. Francis consented, at the 
 earnest desire of his friends to the appearance on this volume of the in- 
 controvertible testimony that must settle all doubt as to his own rights, 
 and the almost irreparable wrong that he has suffered under unjust 
 representation and vituperation in newspapers. 
 
 On December 11, 1883, a bill was introduced in the House of Repre- 
 sentatives providing that this officer of the Revenue Marine should 
 receive the full pay of his ranli in the Marine Revenue Service during 
 the remainder of his natural life, whether on duty or otherwise. 
 
 The bill was referred to a Committee of Naval Affairs, from which 
 a favorable report was made, based upon the presumption that the bene- 
 ficiary was the inventor of the Life- car and other life-saving appliances, 
 and that he was also the discoverer of Humboldt Bay, to which he gave 
 it/S name and by which trade was opened between that point and San 
 Francisco. The following from the Washington correspondent of the 
 N ew York Sun, accounts for the fact that no subsequent effort was made 
 to procure the passage of the bill : 
 
 (New York Sun, June 22, 1884.) 
 
 A BILL THAT WILL NOT PASS. — EVIDENCE WHICH KNOCKS THE BOTTOM 
 
 OUT OF CAPTAIN OTTINGEE'S CLAIM. 
 
 " Washington, June 21 — There i§ a bill upon the calendar of the House of 
 Representatives on which action will not be demanded It is accompanied by an 
 
HISTORY OF LIFE-SAVING APPLIANCES. Ill 
 
 elaborate report from the Committee on Naval Affairs, presented by the Hon. N. 
 Goff of West Virginia, and is for the relief of Capt. Douglass Ottinger of the Revenue 
 Marine Service. Both Ottinger and Goff probably wish the matter had never been 
 introduced to Congress, and would be willing to have a millstone tied to it and 
 dropped into the middle of the sea. And all this because of certain evidence that 
 the Hon. Sunset Cox of New York has in his coat-tail pocket. 
 
 " The preamble of the bill says Capt. Ottinger is now over 77 years of age, with 
 a stainless record as an officer and man, and that his services have been suppliment- 
 ed by useful inventions for saving life, for which he has received no compensation ; 
 therefore it is proposed to give him a pension of ^2,500 per year during the remain- 
 der of his life. 
 
 " The report is long and recites that Capt. Ottinger is the inventor of a life- 
 saving device, known as the surf car, which has saved thousands of lives, but which 
 was never patented, and was given by Capt. Ottinger to the Government for public use. 
 
 "A reference to the report of the Patent Office will show that Capt. Ottinger 
 applied for a patent and was refused because the apparatus was not of his invention. 
 
 " Volume II, of the Statutes at Large, page 559, will show that this " invention" 
 was not presented to the government for pubhc use, but that Capt. Ottinger received 
 ;?io,ooo for it, a bill having been passed in 1859 for that purpose, on motion of E. 
 B. Washburn, and upon the recommendation of Howell Cobb, Secretary of the 
 Treasury. 
 
 "The report further alleges that Capt. Ottinger was the originator of the life- 
 saving service in this country, and is to be credited with its completeness and effici- 
 ency. The records of the Treasury show that the Captain's connection with the 
 service was as superintendent of the construction of seven life-saving stations, having 
 been detailed for that purpose from the revenue marine corps. 
 
 " Capt. Ottinger is also credited in the report with having been the discoverer 
 of Humbolt Bay on the Pacific coast, in 1849, whereas Capt. Winship discovered it 
 in 1806, and the records of the Coast Survey of 1848 contain a detailed description 
 of the place. 
 
 " These are a few samples of the statements contained in the report, and of the 
 reason why Capt. Ottinger should receive a pension of ^2,500 a year. 
 
 The application of tliis man for improvements in Life-cars was reject- 
 ed by the Patent Office letter, dated September 25, 1857, on references to 
 the inventions of Joseph Francis. 
 
 Again on June 16, 1859, his application for improvement in Life- cars 
 was a second time rejected, and he was told that there was no patentable 
 novelty in an "arched deck," and he was referred to the patent of Joseph 
 Francis of 1838, and to an application of Joseph Francis, of August, 
 1858 ; and yet a third time he persevered and was a third time rejected. 
 
 One of the affidavits referred to is that of Lieutenant Charles V. 
 Morris. It was in the line of his duty as an officer in the navy to inform 
 himself in regard to Mr. Francis' work. He did so by practical methods. 
 He visited his manufactory in New York city while he was stationed at 
 the Brooklyn Navy Yard and a master in the navy. It was in the year 
 1844 that in Mr. Francis' shops he examined life-boats and life-cars. He 
 noticed carefully their construction, and particularly the life-car, and 
 he was well satisfied that it was the invention of Joseph Francis. 
 That this same car, after the Ayrshire wreck, was taken to Washington, 
 placed in the Arsenal, was visited by the President and his Cabinet and 
 other high officials, and subsequently it was removed to the rotunda of 
 the Capitol, under deponent's direction, for inspection by both houses of 
 Congress ; and after this it remained in his custody at the Washington 
 Navy Yard for years, and was removed from place to place, under his 
 supervision, until finally its restoration to Mr. Francis was ordered by 
 the Navy Department. How strange and marvellously unjust that the 
 
112 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 Congress of the United States should subsequently ignore its own recog- 
 nition, and upon the false statement of a man, without proof that was 
 convincing to sight or sense, give him a large sum of money for simu- 
 lated assumption of the character of a '■^humanitarian P' We refer to 
 the character of Lieutenant Morris, as it was denied that he was in the 
 Brooklyn Navy Yard in 1844, and let the reader judge which of these 
 two officers of the government were most worthy of credence. 
 
 The " dies " necessary to construct the Life-car are to-day in the 
 hands of Mr. T. A. Rowland, of Greenpoint, N. Y., and are the same in- 
 vented by Mr. Joseph Francis in 1841, and used to manufacture all the 
 corrugated Life-cars that have ever been made, and all those needed in 
 future must be made from these dies, as there are no others in existence. 
 The dies were patented by Mr. Francis in 1845, and the patent stands 
 unquestioned to this date. The models of these cast-iron dies are now in 
 the National Museum. 
 
 We earnestly request those who may read these pages as a pastime 
 or for instruction to carefully note the copies of the " official affidavits " 
 forwarded to Mr. Francis by the Hon. D. Manning, the Secretary of the 
 Treasury, now on record in the department, dated April 21, 1886. 
 
 These documents contain indisputable evidence that Mr. Francis 
 was the inventor and manufacturer of Life-saving Appliances, especially 
 the Life-car, the fame of which has reached all parts of the world. 
 
 In this resume we ask the readers to note the recorded fact that the 
 Life-car was invented in 1838 by Joseph Francis ; that it was manufac- 
 tured in 1844 at the Novelty Iron Works in New York ; that this fact as 
 to date is noted by Lieutenant Charles V. Morris, United States Navy, 
 in that year, as stated in his affidavit. 
 
 To "doubt the veracity" of any one of the Morris family, whose 
 records of patriotism and heroism are coeval with the Revolution and 
 the War of 1812-16, would be absurd. Other affidavits by respectable 
 workmen, now living, who aided in the construction of the Life car in 
 1844, and especially in the perfected Life-car made in 1847, and which 
 car is called the " Ayrshire car " and is the same car used at the wreck 
 of the ship Ayrshire in 1850, saving the lives of 200 persons, and is the 
 same Life-car now on exhibition at the National Museum in Washing- 
 ton as a " relic " for its miraculous exploit, placed there by direction of 
 Professor Spencer Baird, Secretary of the Smithsonian Institute, and 
 Director United States National Museum, dated July 10, 1885. 
 
 We have dwelt upon this particular " invention " of Mr. Francis be- 
 cause it was the only one of the twenty-two inventions which was pirated 
 in the United States during his absence in Europe by a subordinate offi- 
 cer of the revenue marine for greed, which greed was obtained at the ex- 
 pense of veracity and honor, a record of which is in the department. 
 
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114 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 (Official certified copy.) 
 
 Navy Department, February 17, 1844. 
 Sir — You are hereby detached from the Navy Yard in New York, and you will 
 repair to Washington City and report to Captain John H. Aulick for duty at the 
 Navy Yard, under his command, and inform the department of the day on which 
 you shall report, in obedience to this order. I am, respectfully, yours, 
 
 (Signed.) • DAVID HENSHAW. 
 
 Mr. Charles V. Morris, Master United States Navy, New York. 
 
 (Official certified copy.) 
 State of New York, ) 
 
 County of Jefferson, Sackett's Harbor, j ' , 
 
 Lieutenant Charles V. Morris, United States Navy, of Sackett's Harbor, N. Y., 
 being duly sworn, deposes and says that he is eighty-two years of age, and entered 
 the United States Navy in the year 1818, and is now stationed atsaid Sackett's Har- 
 bor ; that in the year 1844 he was stationed at the Brooklyn United Slates Navy 
 Yard and was a master in the navy ; that during the time he was so stationed at the 
 Brooklyn Navy Yard, he, the deponent, frequently visited the factory of Joseph 
 Francis, in the city of New York, and at those frequent visits to the said factory ex- 
 amined the different kinds of life-cars and life-boats in progress of building, and 
 that he noticed carefully their construction, and particularly the life-car, and was 
 well satisfied that it was the invention of Joseph Francis ; that subsequently, and 
 after the wreck of the ship Ayrshire, January 12, 1850, on the coast of New Jersey . it 
 was taken to the Washington Arsenal, D. C, and placed in the same, and exhibited 
 to the President and Cabinet and to Commodore Morris, and from thence removed, 
 under deponent's direction, to the rotunda of the Capitol, for the inspection of both 
 houses of ('ongress, and from thence it was removed to the Washington Navy Yard, 
 under deponent's orders, where it remained for many years and during Mr. Francis' 
 visit to Europe ; that on the return of Mr. Francis from Europe this same life-car 
 was ordered by the Secretary of the Navy to be sent to the Navy Yard in New York, 
 to be delivered to the inventor, Joseph Francis, and, in accordance with said order, 
 the said same life-car was placed on a government vessel, under the superintendence 
 of this deponent, to be delivered to the Navy Yard in New York. 
 
 (Signed.) CHARLES V. MORRIS, Lieutenant United States Navy. 
 
 Subscribed and sworn to before me, a Notary Public, in and for the said 
 [seal ] County and State, this 9th day of April, A. D 1 884. 
 
 Sylvester T. Lewis, Notary Public, Jefferson County, N. Y. 
 
 (Official certified copy.) 
 City, County and ) 
 State of New York, 3 
 
 Joseph Francis, a resident of Tom's River, Ocean County, State of New Jer- 
 sey, in the eighty-fourth year of his age, being duly sworn, deposes and says that he 
 is the inventor and manufacturer of the well-known Francis' patent corrugated metal 
 Life-car which is now in the City of Washington, D. C ; that the said life car now in 
 Washington was manufactured under his special direction in 1847, and after being 
 subjected to severe trials to test its strength, on rocks and in stormy seas and falling 
 from great heights, proved to be perfect in construction and far superior to any other 
 life-car previously constructed by him ; and deponent further says that this perfect 
 life-car was placed on the coast of New Jersey to be tested in actual service, and that 
 thislife«car was practically tested and successfully used on the coast of New Jersev 
 in saving the lives of iwo hundred persons from the wreck of the British ship Ayr- 
 shire, on the 1 2th of January, 1850. 
 
 This deponent further says that this life-car, being his own private property, was 
 after the wreck returned to his factory in New York city, and that by his order one 
 of his workmen painted a description of the shipwreck with paint on one end of the 
 deck of said life-car, and that soon after said life-car was removed to the City of 
 Washington, D. C, and was placed in the United States Arsenal, and inspected by 
 
HISTORY OF LIFE-SAVmo APPLIANCES. 115 
 
 the President and Cabinet and Commodore Charles Morris, U.S.N. The life-car 
 was subsequently removed to the rotunda of the Capitol, for the inspection of the 
 members of both houses of Congress. 
 
 This deponent further says that after the aforesaid exhibition this said life-car 
 was removed to the Washington Navy Yard by Charles V. Morris, then a master in 
 said navy yard, and there stored for many years, and during deponent's absence in 
 Europe, and that on his return this life-car was, at the request of this deponent, re- 
 moved by order of the Secretary of the Navy to the Navy Yard in Brooklyn, N. Y., 
 to be delivered to this deponent, the inventor and owner. 
 
 This deponent further says that this life-car, by his order, was delivered to the 
 officer in charge to the said Navy Yard, in Brooklyn, N. Y., to his son, Isaac P. 
 Francis, and was under his direction in person delivered to this deponent, at his 
 residence at Tom's River, N. J. That after remaining there about three years this 
 life-car was removed by this deponent to the Museum in Central Park, New York, 
 by request from the Department of Public Parks, to remain on exhibition as a relic 
 of the shipwreck of the Ayrshire, January 12, 1850. 
 
 This deponent further says that subsequently this life-car was loaned by the 
 Commissioners of Central Park, with the assent of the inventor and owner, this de- 
 ponent, to the managers of the American Institute Fair in 1882, under the superin- 
 tendence of this deponent ; and said deponent further says that this same life-car 
 was loaned by the said Commissioners to the Women's National Relief Society at 
 their meeting in Steinway Hall in the year 1882, and that in both instances the life- 
 car was, under his supervision, returned to the Central Park Museum. 
 
 This deponent further says that this life-car was loaned with his assent by the 
 Central Park Commissioners to the Secretary of the Treasury, to be exhibited at the 
 International Fisheries Exhibition in 1883, and that this life-car was returned to the 
 United States, in charge of the Smithsonian Institute, and by them transferred to 
 Washington, D. C, where the said life-car now remains ; and this deponent further 
 says that all the above-named removals of this said life-car have been under his im- 
 mediate personal supervision, excepting only while in charge of the Secretary of the 
 Treasury to be taken to London, England, and while in charge of his son Isaac P. 
 Francis, to be taken from the Navy Yard, Brooklyn, to be conveyed to his residence 
 at Tom's River, N. J., both of which removals were made with his full consent ; 
 and this deponent further particularly avers that this, the same and identical life-car 
 made by him, as aforesaid, in New York, in the year 1847, and exhibited in Lon- 
 don, England, and other places named herein, and that it is the same life car that 
 saved the lives of 200 persons at the wreck of the Ayrshire on the coast of New Jer- 
 sey in 1850 ; and deponent further says that fifteen months since he sent his former 
 foreman, William H. Navarro, of Greenpoint, L. I., to the Central Park Museum to 
 renew and repaint the lettering painted- by him on the deck of the said life-car in 
 1850, the same being descriptive of the wreck of the aforesaid British ship Ayrshire, 
 and that the said William H. Navarro was accompanied by this deponent's son, 
 Isaac P. Francis, when the work was performed. 
 
 (Signed.) JOSEPH FRANCIS. 
 
 Subscribed and sworn to before me this 12th day of April, A. D. 1884, at 
 said City of New York, as witness my hand the day and year aforesaid. 
 (Signed.) Joseph B. Braman, 
 
 [SEAL.J Notary Public in and for the City and County of New York, in the 
 
 State of New York, office 128 Broadway, New York city. 
 
 (Official certified copy.) 
 
 City and County of ) ^^ 
 New York, ) 
 
 Thomas McLeary, being duly sworn, deposes and says that he is a resident of 
 New London, Conn , United States of America ; that he is by occupation a boiler 
 maker and fifty-six years of age ; and deponent further says that about the year 
 1846 he commenced work in the employ of Joseph Francis, at the Novelty Iron 
 Works at the foot of East Fourteenth street, New York city ; that he assisted in the 
 
116 HISTORY OF LIFE-SAVING APPLIANCES. 
 
 manufacture of corrugated iron life-car, made at the said works ; that the said life- 
 car, when finished, was hoisted to the yardarm of a ship, laying opposite to the said 
 factory. 
 
 Deponent further says that two men, named John Casey and John Downey, 
 both personally known to deponent, were put into the said life-car, and the said car 
 was cut loose, plunging into the water below ; that after this test the said life-car was 
 sent to the coast of New Jersey ; that the same life-car saved the lives of 200 persons 
 at the wreck of the ship Ayrshire, and the said car after the wreck was returned to 
 the factory of Joseph Francis at the place aforesaid, for repairs ; and deponent fur- 
 ther says that the said life-car was of his own knowledge the same life-car the depon- 
 ent assisted in manufacturing, as aforesaid. 
 
 His 
 
 f Signed ^ THOMAS X McLEARY, 
 
 ^ ^ '' Mark 
 
 New York city, subscribed and sworn to before me this ist day of May, 
 [seal.] 1884. (Signed.) John McMahon, 
 
 Notary Public, New York County. 
 
 (Official certified copy,) 
 CiTif OF Brooklyn, ) 
 
 r SS 
 
 County of Kings. ) 
 
 I, William H. Navarro, being duly sworn, depose and say that I am sixty-six 
 years of age, and am at present residing at No. 61 Java street, Greenpoint, N. Y. 
 During the year 1844 I was engaged in the manufacture of life-preservers in a house 
 on the corner of Broadway and Anthony streets. New York city ; the rear of the 
 building in which I worked was occupied by Joseph Francis, who was then engaged 
 in experimenting on the construction of metallic boats, and I was often called upon 
 by Mr. Francis to assist him in pressing by hand with a wooden press and pattern 
 sheets of pasteboard, and also thin sheets of iron into a corrugated form of sections 
 of boats. Early in 1848 I went to work at the Novelty Iron Works, under Mr. Fran- 
 cis, and found he had perfected his inventions, and was using a hydraulic press and 
 cast-iron dies for the same purpose. I was employed there, and subsequently with 
 the Metallic Life-boat Company in the construction of metallic life-boats and life- 
 cars. A portion of my work was to paint and letter the boats and cars, always let- 
 tering them respectively, "Francis' Metallic Life-boats" and "Francis' Metallic 
 Life-cars." Mr. Francis was always regarded as the inventor of the boats and cars 
 by everybody employed about the works ; and although two revenue officers, Ottin- 
 ger and McGowen, occasionally came into the works to look at the boats and cars, I 
 never at any time in the years I was employed heard of either claiming any share in 
 originating the designs of the boats or cars, jior of one claiming it for the other, nor 
 did either of them in my hearing give any directions as to their construction. 
 
 I remember distinctly when the life-car used at the wreck of the Ayrshire on the 
 coast of New Jersey, early in 1850, was afterwards brought back to the works, and 
 how pleased all of us were with its success, which seemed to promise an increasing 
 demand for the cars and the boats, and plenty of work for us in the future. I painted 
 with my own hands upon that car an inscription recounting its performance on that 
 remarkable occasion, and a year or two ago I went to Central Park where the car 
 was on exhibition and repainted my original inscription, which had become some- 
 what obliterated and defaced. I declare that the car I so painted at Central Park 
 is the identical car manufactured by Mr. Francis, and used at the wreck of the Ayr- 
 shire, as I believe, and which I painted after it was returned from the coast of New 
 Jersey. Mr. Joseph Francis was so proud of these inventions, that boats and cars 
 were always inscribed with his name by his direction, and whenever they were carted 
 through the streets of the city for shipment, the trucks always carried a large sign 
 with " Francis' Metallic Life-boat," or " Francis' MetaUic Life-car," one or the other 
 as the case may be, in conspicuous letters. One boat I remember, was built for the 
 Navy, and the officer inspecting it forbade painting the usual letters upon it, but by 
 Mr. Francis' explicit directions it was done nevertheless. 
 
 In 1852, 1 went to Havre, France, for Mr. Francis, and built there a metallic 
 
tllStOEY OF LIFE-SAVING APPLlANOfeS. 11*^ 
 
 Life-boat and a Life-car similar to those that had been built and were then being 
 manufactured in this country. 
 
 (Signed.) WILLIAM H. NAVARRO. 
 
 Sworn before me this 3d day of April, 1884. 
 
 (Signed.) Timothy Perry, 
 
 [seal.] Notary Public, Kings County, N. Y. 
 
 I have been well acquainted with the above named Wm. H. Navarro for many 
 years, and certify that he is a worthy and respectable citizen, and that his statements 
 are entitled to full credit and belief. 
 
 (Signed.) Timothy Perry, 
 
 Notary Public, Kings County, N. Y. 
 Brooklyn, April 3d, 1884. 
 
 Affidavit of L. W. Serrell, now and for many years a well known 
 Patent A ttorney . 
 
 (Certified Copy.) 
 City and County of | 
 
 New York, ) 
 
 Lemuel W. Serrell, being duly affirmed, says that he is a Solicitor of Patents, 
 that he was frequently at the shop of Joseph Francis in the years from 1847 to 1853; 
 that he had occasion to examine the life-boats and life-cars constructed by said 
 Francis ; that he learned of the saving of the crew and passengers of the Ayrshire, 
 in January, 1850 ; that subsequently he saw the life-car that was said to have been 
 used in saving said crew, and recognized the same as one of those seen by deponent 
 in the shop of the said Francis about the year 1847. That these facts are further 
 confirmed to this late date in the mind of deponent from the circumstance that 
 early in 1850 deponent prepared for the said Francis a caveat, which was subse- 
 quently filed in the United States Patent Office, for the invention of the said life- 
 car,_and in it was described the life-car to which deponent has heretofore referred 
 to herein. 
 
 That during the time when such life-cars were being constructed, and up to 
 some time after the preparing said caveat, deponent always heard the said Francis 
 spoken of as the inventor, and did not then know that any other person made any 
 pretension of being the inventor df the said life-car. 
 
 (Signed.) LEMUEL W. SERRELL. 
 
 Affirmed before me this 2Sth of November, 1884, 
 
 (Signed.) George T. Pinckney, 
 
 [notary's SEAL.J ' Notary Public, Kings County. 
 
 Certificate filed in New York County. 
 
 This affidavit confirms that of Lieutenant C. V. Morris referring to 
 the building of cars by Mr. Francis, as explained herein, four years 
 previously, and one year previously, respectively, to the alleged inven- 
 tion of the same by the claimant referred to herein, outside of the affi- 
 davits of the living workmen of Mr. Francis, whose affidavits range from 
 1846 to the time of the wreck ; each of which fully substantiates the affi- 
 davits of Messrs. Morris and Serrell in turn. Mr. Serrell was the attor- 
 ney of Mr. Francis. 
 
 ("Official certified copy.) 
 
 City, County and ) ^^ 
 State of New York, \ 
 
 Isaac P. Francis, a resident of Tom's River, Ocean County, State of New Jer- 
 sey, in the fiftieth year of his age, and the son of Joseph Francis, of Tom s River, 
 N T. being duly sworn, deposes and says that on or about the year 1870 he was com- 
 missioned with an order, signed by Mr. Joseph Fraiicis and directed to the Master of 
 the Brooklyn Navy Yard, N. Y., and that by the said order he was authorized to re- 
 ceive and receipt for the "Francis Corrugated Metal Life-car" which had been sent 
 
il8 HISTORt OF LIFE-SAVING AptLlAi^^CfeS. 
 
 from Washington, D. C, to the said Brooklyn Navy Yard, the same being the life- 
 car on whose deck a description of the wreck of the British ship Ayrshire had been 
 painted, in 1850, by William H. Navarro, formerly foreman in the employ of Mr. 
 Joseph Francis, which description was repainted on the said life-car some fifteen 
 months since by the said William H. Navarro, under the personal supervision of 
 this deponent ; and that the said order was duly presented by him to the officer in 
 charge of the said yard ; and that the said life-car, being fully identified, was by the 
 said officer of the aforesaid navy yard ordered and caused to be placed on board a 
 government steam launch and taken to Pier 23, North River, and thence transferred 
 to the schooner Euphane, bound to Tom's River, N. J., William Grimm being the 
 mate of the schooner. 
 
 This affiant further deposes and says that the said life car was duly landed at the 
 residence of Mr. Joseph Francis at Tom's River, N. J., under the personal super- 
 vision of the undersigned affiant and deponent. 
 
 (Signed.) ISAAC PICKFORD FRANCIS. 
 
 Sworn to before me. New York, April 14, 1884, 
 [seal.] (Signed.) John McMahon, Notary Public, New York County. 
 
 Witness, James L. Pond. 
 
 (Official Certified Copy. 
 
 I Joseph W. Casey, 58 years old, at present residing at 292 Kingsland avenue, 
 Greenpoint, New York, being duly sworn, depose and say, that I went to work for 
 Mr. Joseph Francis in the Novelty Iron Works, New York, in the year 1 847 , and was 
 put to work assisting in the construction of metallic life-boats and metallic life-cars. 
 
 I worked upon the first perfect life-car from its commencement to its comple- 
 tion, and assisted in experiments with it to test its strength, by rolling it over 
 stones, etc. 
 
 I was also hoisted in this life-car with another man to the yardarm of a Collins' 
 steamer, then at the Novelty Iron Works dock receiving machinery, and when at the 
 yardarm the rope was cut, the car with us in it falling a distance of sixty feet into 
 the water. This trial was witnessed by Capt. Bliss, Thomas B. Stillman, Horatio 
 Allen, Capt. Brownell, U. S. Navy, Capt. Berry, the Superintendent of the Charles- 
 ton steamers, and several other gentlemen. 
 
 A short time after the car was taken to a dock in North River, near the Battery 
 for shipment to the New Jersey coast, to be placed in a boat-house for use at wrecks. 
 
 I remember very well when the car was returned to the factory, after hav ing 
 been used at the wreck of the ship Ayrshire ; and it was the identical car I assisted 
 to build and in which I was dropped from the steamer's yardarm. 
 
 About five years ago I saw a life-car in the museum in the New York Central 
 Park, and recognized it as the same car I assisted to build, and in which I was dropped 
 from the yardarm of the Collins' steamer, and which was sent to and returned from 
 the New Jersey coast, after landing the passengers and crew of the ship Ayrshire. 
 
 I was at work for Mr. Francis from 1847 to 1852, building cars and boats, with 
 the exception of a short time I was out West. I always believed and supposed Mr. 
 Francis invented the life-car. I never heard directions given or received, or any 
 directions relative to its construction from any other person except Mr. Francis, and 
 never heard him receive instructions from anybody relative to its construction. 
 
 (Signed.) JOSEPH W.CASEY. 
 
 Sworn to before me this 17th day of April, 1884. 
 
 (Signed.) Geo. W. Paynter, 
 
 [seal.] Notary Public, Kings County. 
 
 (Official Certified Copy.) 
 State of South Carolina, \ 
 Charleston County. j ^^' 
 Personally appeared Captain C. Grimm, who being duly sworn, says that he was 
 mate of the schooner Euphane, about the year 1869, that J. IT. Okerson was cap* 
 tain of said schooner Euphane, that sometime during the year 1869, the said schooner 
 engaged to carry as freight a life^car from New York in the State of New York to 
 
btstORY OF LIFE-SAViNG APPLIANCES. 119 
 
 Toms River, in the State of New Jersey, consigned to Joseph Francis, that the said 
 life-car was delivered by U. S. officers who at the time of said delivery to said 
 schooner, said it was the life-car which had saved so many lives from the wreck of 
 the Ayrshire about the year 1850. That at the time of delivery of said life car to 
 said schooner Euphane, Mr. Isaac Francis, son of Joseph Francis aforesaid, said to 
 this deponent that the life-car aforesaid was a present to the United States Govern- 
 ment from his father, the said Joseph Francis. 
 
 (Signed.) C. W, GRIMM. 
 
 Sworn before me, this loth day of May, 1884. 
 
 (Signed.) E. B. Hallings, 
 
 [SEAL.J Notary Public. 
 
 State of South Carolina, \ 
 Charleston County. ) ^^' 
 
 W. Hale, Clerk of the Court of Common Pleas and General Sessions of the 
 County of Charleston, in the State of South Carolina, the same being a Court of Re- 
 cord, do by these presents, certify that E. B. Hallings, Esq., before whom the fore- 
 going affidavit was taken, and who has hereunto subscribed his name in his own 
 proper hand writing, is a Notary Public, in and for the said State, duly commissioned 
 and sworn, and authorized by law to administer oaths, etc., and that all his official 
 acts as such are entitled to due faith and credit. 
 
 In testimony whereof I have hereunto set my hand and affixed the seal of said 
 Court at Charleston, in the said County, this tenth day of May, in the year of our 
 Lord one thousand eight hundred and eighty-four, and in the Sovereignty of the 
 United States of America, the one hundred and eighth. 
 
 W. W. Hale, Clerk Court. 
 
 (Copy.) Greenpoint, Brooklyn, N. Y., Feb. 2, 1880. 
 
 J. H. Merryman, Esq. : 
 
 Dear Sir — 1 this day received yours of January 31, asking what knowledge I 
 had of Mr. Joseph Francis' claim to the invention of the metallic Life-car. 
 
 I will state that in the year 1 844 I was engaged in Anthony street by General 
 Adoniram Chandler to assist in making the Nautilus Life-preserver, invented by 
 Joseph Francis and manufactured by Francis & Chandler. In the same building 
 Mr. Francis was experimenting with metallic Life-boats and Life-cars, and I assisted 
 occasionally in turning the screws of the temporary press for the purpose of shaping 
 the metallic sheets. Mr. Francis soon after moved the boat business to the Novelty 
 Iron Works, and I was one of the first workmen employed. My duties were varied — 
 painting and lettering the boats and cars, branding a number on each one, and 
 placing the mark " Francis' Metallic Life-boat" or Francis' Metallic Life-car." I 
 attended to the placing of the boats on cars or trucks for shipment. I kept the time 
 of the workmen, and was entrusted wfth paying them their wages. In the absence 
 of Mr. Francis I received letters and communications from him, and returned an- 
 swers to him, and gave his orders and instructions to the workmen. 
 
 I was in the boat factory during all the experiments with and making of the 
 Life- cars and Life-boats until its removal from the Novelty Works and to the close of 
 the business at Greenpoint, L. I. Mr. Francis employed me, and I worked always 
 under his direction, and while he continued in business I knew no other boss but 
 him Yours respectfully, 
 
 '(Signed.) WILLIAM H. NAVARRO. 
 
 Greenpoint, L. I. 
 
 Mr. Navarro was the confidential clerk of Mr. Francis, handling the 
 corrugated metallic Life-cars for him. Mr. Navarro " still lives " at 
 Grreenpoint, L. I. 
 
 New York, Feb. 5, 1880. 
 Dear Sir— In reply to yours of 31st ult., as Engineer-in-Chief, U. S.N.; as 
 Surveyor of Steamers for the Board of Underwriters, New York city ; and as a con- 
 sulting and Superintending Engineer of Steamers, I have been well acquainted with 
 
lab HISTORY OF LIFfe^SAVlWG APPLiInOESi 
 
 the design dnd construction of the metallic Life-boat and Cars of Mr. Joseph P'ran- 
 tis, having known of them for some time prior to 1850 ; the exact period I cannot 
 now determine. As regards the claim of any other party to a like instrument at that 
 period 1 do not recollect to have ever heard of one. I am, respectfully, 
 Capt. ], H. MeRryman, U. S. R. M. CHARLES W. COPLAND. 
 
 We digress here to note an infringement of one of the Francis' pat- 
 ents in England, which was a corrugated Army Pontoon, by Sir Chas. 
 Paisley, a distinguished officer attached to the East India Company, who 
 held a contract from the company for pontoons for crossing the Punjaub 
 River in India. Sir Charles claimed a right to manufacture on the prin- 
 ciple of corrugations patented by Mr. Francis in England, and had com- 
 menced the construction of a corrugated copper Army Pontoon, fifteen 
 feet long, six feet diameter, and when remonstrated with by the East 
 Company refused to desist. 
 
 The directors of the East India Company summoned Sir Charles 
 before them and informed him that it was an •' insult to Her Majesty 
 to pirate a patent granted by her, and if he did not desist he would 
 be dismissed from the service and his " contract " for pontoons would be 
 annulled. 
 
 This copper corrugated pontoon was destroyed. 
 
 It will have been noticed in this work that the "Francis' patent 
 metallic. Life-car " was in the custody of the Park Commissioners of Cen- 
 tral Park, New York, for some time previous to 1883. It may be well to 
 explain here that it had been presented to them, parties interested in the 
 "old relic" having insisted that it should have a final resting place 
 in the National Museum. 
 
 Tom's River, N. J., March 27, 1884. 
 Hon. Charles J. Folger, Secretary of the Treasury, Washington, D. C: 
 
 Sir —Having received official notice from the Department of Public Parks of 
 the City of New York that that body, on the 20th inst., adopted resolutions consent- 
 ing to the transfer to the United States of the Francis' corrugated iron Life-car 
 used at the wreck of the ship Ayrshire, on the coast of New Jersey January 12, 
 1850, and which 1 presented to the Department of Public Parks some years ago, 
 it is my desire that this Life-car should remain on exhibition with the other life- 
 saving apparatus in the National Museum, and for that purpose I have the honor to 
 present it to your department for the life-saving service, to remain there as a relic of 
 the earliest success of the government in its humane undertaking in rescuing life 
 and property from shipwreck. Very respectfully, 
 
 (Signed.) JOSEPH FRANCIS. 
 
 The death of the lamented Hon. Secretary prevented its full accept- 
 ance, which has since been done through Professor Spencer W. Baird, 
 Curator of the Smithsonian Institute and National Museum. 
 
 Mr. Francis has no personal ill-feeling towards the man who has 
 been unjust towards him. 
 
 The object of the false claim to his invention of the Life-car was that 
 it might, if it proved successful, be of pecuniary value. 
 
 By the untiring efforts of Mr. Francis, and at great personal ex- 
 pense, the car was perfected and was successful in 1850, at which time 
 the " claimant " was in California. 
 
 On his return a claim was made in 1857 — twenty-one years after the 
 invention, and seven years after the car had been proved a success and 
 become of intrinsic value. 
 
 The false claim was made regardless of professed instincts of " hu- 
 manity," justice or honor, or as to who the victim might be. The claim- 
 ant was not aware that one-half the interest in Mr. Francis' inventions for the 
 
> fitSTOEf OP LlF.l<>BAYiNG APtLlANCES. 121 
 
 Life-boat, Life-car and other inventions was owned by Stillman, Allen 
 & Co., of the Novelty Iron Works, of New York, by whom those con- 
 structions were made, in joint interest, as soon as the machinery was per- 
 fected, which was in 1843, and in the same place where the Ayrshire 
 Life-car was made, and the first the claimant ever saw. 
 
 We have said that the false claimant could not have known who the 
 owners and manuraclurers of the Life-car were. This was a matter of 
 indifference, so long as his claim was endorsed and defended in his be- 
 half by responsible and respectable parties, which was the case. 
 
 The plain facts are, that a very large pecuniary interest was held in 
 the su-ccess and manufacture of these Life-saving appliances by Stillman, 
 Allen & Co., Spoflord & Tileston, Frederick H. Wollcott, Brown Bro- 
 thers, and others, in joint interest with Mr. Francis. 
 
 All these prominent citizens were members and patrons of the Life- 
 saving Benevolent Association of New York, as well as the American 
 Shipwreck Society of New York, (founded by Mr. Francis), of which 
 James D. P. Ogden was President. 
 
 If these facts had been known by the Life saving Benevolent Asso- 
 ciation the '■^ endorsemenV of that distinguished association would not 
 have been given to that man as inventor, and he could not have obtained 
 money for an invention to which he had no more claim than he had 
 made to others, or to the claim of discovery of property in California be- 
 longing to the government as OiScialy reported by Special Agent Burns 
 to the Treasury Department in 1884. 
 
 When the manufactory was removed from the Novelty Iron Works 
 to obtain greater room and facilities, a company was formed under the 
 name of "Francis Metallic Life-boat Corporation," with a capital of 
 $250,000 ; Mr. Horatio Allen, President, with Mr. Francis still the Man- 
 ager, as he had been at the Novelty Iron Works, having the full control 
 of all business transactions, financially or otherwise, as the books and 
 bills of the company will show, of which he still has hundreds from the 
 Departments of Government and Mercantile Marine. 
 
 If any money was to be appropriated by Congress in that direction 
 it should have been given to the distinguished gentleman named, who 
 had expended a large amount of money to obtain interest in the inven- 
 tions and patents, and to establish factories to aid in creating these self- 
 same instruments for saving human life. The action of the association 
 in endorsing the claim of this man as the inventor was not induced by 
 any hostile feeling to Stillman, Allen & Co., or to Mr. Francis, or to any 
 of the stockholders of the boat company, but they were innocently de- 
 ceived by the misrepresentations of one supposed to be worthy of confi- 
 dence. 
 
 The unkind and uncomplimentary remark by the compiler of the 
 publication in reference to Air. Francis as to being a "workman" only, 
 can be passed unnoticed. 
 
 We may state here, that previous to the return of Mr. Francis from 
 Europe, the metallic Life-boat factory at Greenpoint was destroyed, to- 
 gether with all the costly machinery except the cast-iron dies for creating 
 the metallic Life- car. The cause of the destruction has been a mystery 
 all those years until within the last three weeks. 
 
 Time brings strange revelations ; one more startling still will be 
 recorded on the last pages of the work received from Washington two 
 days since, in reference to the letter from Mr. Bond, noted in the publi- 
 cation of the Life-Saving Benevolent Association. 
 
 It has been noted in the preceding pages of this work that the 
 
122 HISTORY OF LIFE-SAVING APPLIANCE^. 
 
 cost of the corrugated metal Pontoon Wagons furnished the United 
 States government during the War of the Eebellion cost more than the 
 common wooden wagon ; but small as the difference was the War Depart- 
 ment thought themselves justified in continuing the use of the wooden wag- 
 ons, obtained at low rates under competing contractors, and which were de- 
 ficient in the necessary qualities of durability, economy and expeditious 
 movement of an army in retreat or advance, and which was considered an 
 important element by the governments of Europe, where they were 
 adopted for transportation, as well as for the preservation of the lives of 
 the troops, and which was confirmed by the official report of General 
 Van Vleit, who had tested the metallic wagon used by him in the West 
 on mountain roads and crossing rivers, carrying subsistence and troops. 
 Also confirmed by Colonel Charles Thomas, United States Quartermas- 
 ter. On page 45 is an extract from the life of President Lincoln. The 
 delay of the army (from 50,000 to 60,000 men) under General Hooker, for 
 one day, to cross the Kappahannock, caused by the cumbersome pon- 
 toons, resulted in the loss of 1,138 killed and 9,138 wounded : so that 
 the lives lost in this one instance was too great a sacrifice as compared 
 with the trifling difference in cost between the metallic Pontoon Wagon 
 and the wooden wagon. 
 
 The same antagonism existed in the United States in the attempt to 
 create Life-saving Appliances, commenced by Mr. Francis in 1812 ; first, 
 about 1815 to 1820, by the public, then the owners of vessels, and then 
 by the builders of wooden boats. The latter class of people were un- 
 sparing in antagonism and misrepresentation, which was treated with the 
 contempt it deserved. But for these delays to place some kind of life- 
 saving appliance on the coast hundreds of lives might have been saved 
 from such disasters as the wrecks of the Mexico and Bristol. Soon after 
 the Steamboat Law was passed by Congress, compelling all passenger 
 vessels to be provided with metallic boats, it was impossible for Mr. 
 Francis to meet the demand from all parts of the country, even with 
 the factories in New York, Pittsburg and Charleston, S. C, for the 
 corrugated iron boats. The builders of wooden boats then commenced 
 to build with common flat iron, trying to imitate the corrugated metal 
 boats, and using braces and timbers instead of corrugation to give 
 strength, being prohibited by the patents of Mr. Francis from using 
 dies and corrugations. 
 
 As the factory of Mr. Francis was destroyed while he was in Eu- 
 rope, together with the dies and machinery (except the Life-car dies) no 
 more corrugated metal boats could be made. 
 
 Many of the corrugated boats built in 1844 and 1845 are still in 
 use now for forty years, showing the perfeclion of a construction where the 
 required strength is obtained from the sJieet of iron itself, instead of , 
 timbers and frames, which in the flat iron boat, added to the weight 
 and decrease of the strength, which may be proved some time when an 
 attempt is made to save life from wreck on a rocky coast, as the corru- 
 gated boats have been for half a century in America and Europe. 
 
 It may be remarked here that when Mr. Francis commenced improve- 
 ments of various kinds (in particular the Life- boat, seventy years ago) 
 there were on board of vessels only the old longboat and the dingy or 
 stern boat, suitable instruments for one to "go down to the sea in ships" 
 to find a grave. 
 
 Now the coast is lined with means of safety, and passenger ships 
 have their six large Life boats, showing the difference between the hand- 
 
lltS^rORY OF LIFE-SAVIKG APPLIANOteS. iSS 
 
 to-mouth labor of former years and the permanent, profitable and exten- 
 sive industry of the present day. 
 
 How came this great change from one extreme to another ? By whom 
 was this revolution instigated ? How dare he, be he who he may, dis- 
 turb the diminutive maniifacture kept there by the adverse opinion of 
 the public and the objection of shipowners to change. 
 
 The tide was strong for one to contend against. Still there was no 
 lack of energy and perseverance, and yet there was no opposition in 
 manufacture, for life or the means of preserving it was lost in the honor 
 and means to destroy. Even patents had no protection against the ava- 
 ricious official pirate who could find kindred spirits to aid in the de- 
 grading pursuit of greed either on Eastern coasts, Western bays, or 
 Northern climes. 
 
 The following dastardly attempt to detract from the in- 
 ventive genius of Mr. Francis has recently been made by 
 unprincipled persons, the facts of which were recently 
 communicated to him from "Washington, under date of Au- 
 gust 4, 1885. 
 
 Upon page 40 reference is made in a publication en- 
 titled "The Life-Saving Benevolent Association of New 
 York," in which is a letter of Thomas Bond in relation to 
 the wreck of the ship Georgia, December 3, 1852, was 
 tampered with by some unprincipled persons to make it ap- 
 pear that a Life Surf-Car was used on that occasion instead 
 of the Francis Life-boat mentioned by Thomas Bond, and in 
 other letters also to Captain Brodie of the G-eorgia. 
 
 In this connection a very recent attempt was made by 
 the impostor who pretends to be the inventor of the Life- 
 car to induce Captain Bond to acknowledge that the Life- 
 car was used ; but that sturdy veteran of the coast indig- 
 nantly refused to stultify himself, and immediately re- 
 ported the attempt upon his honor to the authorities at 
 Washington. 
 
124 HISTORY OF LIFE- SAVING AiPPLIAlfCES. 
 
 TO BRING THE DROWNED TO LIFE. 
 
 THE FOLLOWING IS FROM THE RECORDS OF THE AMERICAN SHIPWRECK 
 SOCIETY, BY DR. VALENTINE MOTT, IN 1844. 
 
 Immediately after the body is removed from the water press the 
 chest suddenly and forcibly, downwards and backwards, and instantly 
 discontinue the pressure. 
 
 Repeat this without interruption until a pair of common bellows can 
 be procured. When obtained, introduce the nozzle well upon the base 
 of the tongue. Surround the mouth with a towel or handkerchief and 
 close it. Direct a bystander to press firmly upon the projecting part of 
 the neck (called Adam's apple) and use the bellows actively. Then 
 press upon the chest to expel the air from the lungs, to imitate natural 
 breathing. 
 
 Continue this about an hour, unless signs of natural breathing 
 comes on. 
 
 Wrap the body in blankets, place it near a fire, and do everything 
 to preserve the natural warmth, as well as to impart an artificial heat if 
 possible. 
 
 Everything is. however, secondary to inflating the lungs. 
 
 ^W Send for a physiciam immediately, 
 
 VALENTINE MOTT, 
 
 Surgeon General of the American SMpwrecTc Society. 
 
 New York, 1844. 
 
ILLUSTRATIONS. 
 
 Frontispiece. 
 
 Eace-boat for Canada, 8 
 
 Brazilian Barge, 8 
 
 New York Boat Club Barge Seadrift, 9 
 
 Anchor Launcli, - - 12 
 
 Life-boat Packet Ship Rhone, 13 
 
 Boat Press, 35 
 
 Nautilus Life Preserver, . - 42 
 
 Life-car, corrugated iron, 44 
 
 Explosion at Hellgate, 54 
 
 Wreck of Ship Independence, 55 
 
 Wreck of Ship Eudora, 56 
 
 Exhibition on the Kiver Seine, Paris, 69 
 
 Presentation of Grold and Diamond Box, 69 
 
 Pontoon Wagon, 76 
 
 Stop Corrugation, 81 
 
 Test of Lap-joint of corrugated iron, 100 
 
 Corrugated Iron Floating Dock, 100 
 
 Corrugated Iron Steamer — ^Russian, 101 
 
 Corrugated Iron Steamer — English, 102 
 
HISTORY OF IdFE'SAVlNG APPLIANCES, 125 
 
 INDEX. 
 
 Frontispiece, wreck or Ayrshire. (Illustration.) 
 Experiments with buoyant power. 
 
 Premium Life-boat, Mechanic's Fair, 6 
 
 Experiments with Life- boats, ... 7 
 
 First Race-boat for Quebec. (Illustration), 8 
 
 Brazilian Barge. (Illustration), y 
 
 New York Boat Club Barge Seadrift. (Illustration), 9 
 
 Venetian Gondola, 10 
 
 Portable Screw-boats, 10 
 
 Moulded Boats, Lord John Hay, 10 
 
 Experiments, Life-boat, "Henry Grinnell," 11 
 
 Anchor Launch. (Illustration), 12 
 Double reversed bottom Life- boat, - 12 
 
 Wreck of the ship Bolinda. (Illustration), 13 
 Life-boat Packet Ship Rhone, . 13 
 
 Life-boat invented 1816, 14 
 
 United States Brig Washington, " Capt. Gedney," - 15 
 
 Report Committee American Institute, 15 
 
 Order Hon. Levy Woodbury, Secretary Treasury, Nov. 1840, 16 
 
 United States Revenue Cutter, Capt. Green Waldon, 16 
 
 Report American Institute on boats, 1840, 17 
 
 Letter Commodore Moore, Commanding Texas Navy 19 
 
 Report American Institute, 1841, 19 
 
 Texas Sloop of War, 20 
 
 Ship Echo, Capt. Richard Sill, 1842, 20 
 
 Capt. Williams, Steamer Clarion, 20 
 
 Brig Volta, blown up — report of, - 21 
 
 Robert Morris' letter, Mayor New York, 22 
 
 Man-of-War Cutter in the ice, Robert Fish, 22 
 Letter from Count Godde de Lioncourt, International Shipwreck 
 
 Society of France, 1842, 23 
 
 English Shipwreck Society, 1843, 23 
 
 Letter from Com. Charles G. Ridgley. 25 
 
 Organization American Shipwreck Society, 25 
 
 Resusitating drowned persons, 29 
 
 Loss of Steamship P 1, 30 
 
 Commencement of experiments to construct a Life-car of wood, 1841 , 32 
 
 Experiments to construct a Life-car of Iron, - 33 
 
126 HISTORT OF LIFE-SAVING APPLIANCES. 
 
 Harper's Magazine, July 1851, - - - - - 33 
 
 First corrugated iron sheet pressed, .... 34 
 
 Boat Press. (Illustration), - - - - 35 
 
 Invention of corrugated iron Life-car confirmed, - 35 
 
 Why Breeches Buoys are used, - 35 
 
 Why Life-cars are not at all times used, - 36 
 
 Part of the inventions and constructions of Mr. Francip, 38 
 
 Letter from Thomas Bond, Ship Georgia, 1853, 38 
 
 Letter from Capt. A. M. Brodie, Ship Georgia,] 852, - - 38 
 
 Test of strength of corrugated iron by American Institute, 41 
 
 Nautilus Life Preserver, 1845. (Illustration), 42 
 
 Life-car. (Illustration), - 43 
 
 Barges for King of Sicily, 44 
 
 Letter from C. R. Martacello, Charge d' Affairs, Sicily, 44 
 
 Army Wagons, letter of Capt. Stewart Van Vleit, U. S. Army, 44 
 
 Portable Military Bedstead, - 45 
 
 Dead Sea Expedition, 46 
 
 Letter from Charles V. Morris, U. S. Navy, 49 
 
 Further experiments with metallic Life-cars 49 
 
 India Rubber fenders condemned, 49 
 
 Letter from John Maxen, 50 
 
 Wreck of Ship Ayrshire, 51 
 
 The two children saved, 51 
 
 Description of the saving of the children, 51 
 
 Reception to celebrate the thirty-fifth anniversary of the wreck, 51 
 
 Terrible scene of wreck of Ship Mexico, 53 
 
 Explosion at Hellgate. (Illustration), 54 
 
 Professor Mallefort's letter. (Illustration), 55 
 
 Order Thos Corwin, Secretary of Treasury, 56 
 
 Shipwreck scenes. (Illustration), 57 
 
 Harper's Monthly Magazine, 1851, 57 
 
 Wreck of Ship Eudora. (Illustration), 57 
 Official letter from Professor S. .W. Baird, accepting Life-car in 
 
 National Museum, 62 
 
 France, - 65 
 Letter from Col. Chas. Thomas, Deputy Quarter- Master General 
 
 U. S. A., . . . . . ... 65 
 
 Letter from Henry C. Waine, U. S. Army, ... 66 
 
 Mr, Francis' interview with Emperor Napeleon, . . .67 
 A rrival of Military Pontoon Wagons, Life-boats, etc. from New York- 67 
 
 Exhibition on the River Seine, Paris. (Illustration), . . 68 
 
 Presentation of Gold Box, . . . . . .6.) 
 
 Letter from Lord Panmure, England, . . . 70 
 
 Boats ordered for English Steamers, . . . . .72 
 
 Letter from J. Francis to the Lords Commissioners of the Admiralty 
 
 and the answer, ...... 72 
 
 Letters from Brussels, ....... 74 
 
 Letter from the Admiralty, ..... 75 
 
 Experiments at Woolwich Dock Yard, ' . . . .75 
 
 Experiments at the Arsenal, Woolwich. (Illustration), . 76 
 Official Reports, ....... 76 
 
 Hamburg, ........ 78 
 
 Stop Comigation, ....... 79 
 
 Visit to the Emperor of Austria, ..... 80 
 
HISTORY OF LIFE-SAVING APPLIANCES. 
 
 127 
 
 Exhibition at Klosternewburg, Vienna, of Military Pontoon Wag 
 ons and Boats, ...... 
 
 St. Petersburg, Russia, May 1, 1858, interview with Grand Duke 
 Constantin, . 
 
 Exhibition at Kronstadt, 
 
 Report of experiments to Grand Dulie, 
 
 Letter from Grand Dake Constantin, 
 "1__^ .. L Seal, 
 
 Letter from Grand Duke, Nizza, October 2, 185i", 
 
 Mr. Francis letter to the Emperor, 
 
 Exhibition of Military Pontoon Wagons, 
 
 Report of Experiments, 
 
 Order from Grand Duke Nicolas, 
 
 Letter from Department of Foreign Trade, 
 
 Letter from Joseph Francis to Grand Duke Conslantin 
 
 Letter from Department of Foreign Trade, 
 
 Reply, ....... 
 
 Letter from Admiral Metlin, ... 
 
 Reply, .... 
 
 Order of Knighthood, etc., etc.. 
 
 Order for steamers, R. I. N. . 
 
 Letter from Admiral Boutikoff to Admiral Arkass, 
 
 Letter from Boutakoff to Joseph Francis, from Syr Dariah, Asia, 
 
 Corrugated Iron Floating Dock, .... 
 
 Letter from Joseph Francis to Minister of Marine, 
 
 Corrugated Iron Steamer, ..... 
 
 Letter from Joseph Francis to Grand Duke Constantin, 
 
 Mr. Francis' return to the United States, 
 
 Summary, ........ 
 
 S. I. Kemball, General Superintendent of U. S. Life-saving Service, 
 
 Heroes of the Surf, 
 
 Special Agent Burns' official report to U. S. Treasury Department, 
 published August 7, 1884, ..... 
 
 Travels of the Ayrshire Life-car, 10,000 miles, 
 
 Hon. S. S. Cox, .... 
 
 Official circular of Treasury Department, 
 
 Publications in New York Sun, June 22, 1884, of Bill in Congress, 
 
 Letter of the Secretary of the Treasury, .... 
 
 Order to Chas V. Morris, detached, . 
 
 Official Affidavits, ...... 114 
 
 W. H. Navarro's letter, 
 
 Letter from C. W. Copeland, .... 119 
 
 J. Francis' Letter to the Secretary Treasury, 
 
 Captain Thomas Bond's report, . 
 
 To bring the drowned to life, . 
 
 82 
 
 8R 
 
 86 
 
 87 
 
 89 
 
 90 
 
 91 
 
 92 
 
 93 
 
 96 
 
 97 
 
 97 
 
 97 
 
 98 
 
 98 
 
 99 
 
 99 
 
 99 
 
 100 
 
 100 
 
 100 
 
 100 
 
 101 
 
 101 
 
 102 
 
 104 
 
 105 
 
 106 
 
 106 
 
 107 
 107 
 108 
 109 
 110 
 113 
 114 
 
 to 119 
 119 
 
 to 120 
 120 
 123 
 124 
 
INVENTIONS BY JOSEPH FRANCIS. 
 
 The Supply of Wooden Life Boats for all Departments of 
 Government and Mercantile Marine, constructed from 1812 to 
 1841, at which time the system of Corrugated Iron constructions 
 were discovered by the experiments made from 1838 to construct 
 the Life Car invented at that date. The new system of Corru- 
 gated Iron Boats then came into general use for Life Surf Boats 
 and other constructions in the United States and Europe. 
 
 WOODEN BOATS. 
 
 ROW BOATS, 
 SHIPS LIFE BOATS, 
 MOULDED LIFE BOATS, 
 REVERSED BOTTOM LIFE 
 BOATS, 
 
 LIFE SAILING YACHTS, 
 SELF-INFLATING LIFE-PRE- 
 SERVERS, 
 DOUBLE JOINT ROWLOCK, 
 MILITARY HOODS. 
 
 CORRUGATED GALVANIZED IRON 
 CONSTRUCTIONS. 
 
 LIFE BOATS, 
 
 SURF BOATS, 
 
 MAN OF WAR BARGES, 
 
 LIFE CARS, 
 
 ARMY WAGONS, 
 
 MILITARY PONTOON WAGONS, 
 
 CHANNEL BUOYS, 
 
 STEAMERS, 
 
 WHALE BOATS, 
 
 CANAL BOATS, 
 SAILING YACHTS, 
 FLOATING DOCKS, 
 MOUNTAIN SECTION WAGONS, 
 RAIL ROAD CARS, 
 STOP CORRUGATIONS, 
 BOAT DIES, 
 HOSPITAL IRON BEDSTEADS. 
 
 The origin of the system of Corrugating Metal on curved 
 and irregular lines is described on jes 32 to 38 of the "His- 
 tory of Life Saving Appliances of Joseph Francis." 
 

 
 
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