The Alexandra: A World-Leading Rescue RNLI Lifeboat Designed to Survive

By Roselyn Fauth

1856 LIFEBOAT, DESIGNED BY JAMES PEAKE, ESQ.. ASSISTANT MASTER SHIPWRIGHT AT H.M. DOCKYARD, WOOLWICH. ADOPTED BY THE ROYAL NATIONAL LIFEBOAT INSTITUTION. CONSTRUCTED BY MESSRS. FORRESTT, OF LIMEHOUSE. illustration By J Peakes. Published in The Engineer, Vol 201, P20. READ THE ENGINEER'S 1856 ARTICLE ON PEAKE'S LIFEBOAT. The lifeboat Alexandra, built in Britain and shipped to New Zealand, followed the self righting design developed by James Peake for the Royal National Lifeboat Institution. While based on standard RNLI lifeboat patterns, boats supplied to colonial ports were often built with slight variations in width and fittings to suit local surf conditions and long distance transport. This also has some fantastic information: rnli.org/archive-and-library

Before radios, engines, or modern safety gear, rescue at sea depended on muscle, courage, and the judgement of those willing to launch into breaking surf. On the Timaru coast, where ships lay offshore and waves could turn deadly in moments, survival often came down to one boat and the people brave enough to crew it. That boat was the lifeboat Alexandra.

Origins of the Alexandra Lifeboat Design

By the mid nineteenth century, the design of lifeboats had become a matter of urgent public concern. Shipwrecks along the British coast were frequent and often catastrophic, with hundreds of vessels lost each year and many lives taken. In response, the Royal National Lifeboat Institution sought safer, more reliable lifeboats that could operate in extreme conditions and reduce the risk faced by rescue crews.

The Duke of Northumberland sponsored a competition for a safer vessel. The winning self-righting design was developed by James Beeching in 1850 and later refined by naval architect James Peake, who was the Assistant Master Shipwright at HM Dockyard Woolwich. Peake’s design marked a significant advance in lifesaving technology, particularly through its ability to self right if capsized. This feature was described as indispensable, having been developed in response to fatal accidents involving earlier lifeboats. The self righting capability relied on the combined action of raised airtight bow and stern chambers and a heavy iron keel, allowing the boat to right itself within seconds.

Peake’s lifeboat as approximately 30 feet long with an extreme breadth of 7 feet 6 inches, producing a length to breadth ratio of one to four. The hull form was designed to provide the least possible draught of water while maintaining maximum stability, with straight sides and a flat floor to improve performance when rowed. Hollow waterlines were deliberately avoided, as these were considered detrimental to speed in a boat propelled by oars.

Further safety improvements included air cases and six relieving tubes fitted with valves, which allowed water taken on board to drain rapidly. When flooded to the gunwale, the boat could clear itself of water in around thirty seconds. Together with the self righting system, these features made the design safer and more effective in heavy seas.

By the 1850s, around 30 of Peake’s lifeboats had been built and rigorously tested in Britain. Their reliability led the Royal National Lifeboat Institution (RNLI) to adopt the design as its standard model.

The Royal National Lifeboat Institution is the charity that saves lives at sea. The collection relates to the early days of the institution, known until 1854 as the Royal National Institution for the Preservation of Life from Shipwreck. The efforts of Sir William Hilary and others involved in the charity’s early days are recorded in these unique documents and reveal their part in the development the first national lifeboat institution in the world, which, to date, has saved over 140,000 lives.

This decision reflected growing confidence in the design and its effectiveness in saving lives.

When Timaru’s lifeboat Alexandra was built in Britain and shipped to New Zealand in 1863, it was produced after Peake’s design had become the RNLI’s preferred standard. Alexandra therefore represents the transfer of advanced Victorian lifesaving technology from Britain to a dangerous colonial coastline. While boats supplied to colonial ports could vary slightly in their dimensions to suit local conditions and long-distance transport, the essential principles of Peake’s self righting lifeboat design remained central to her construction and purpose.

Lifeboat crew, Skegness, Lincolnshire The Skegness lifeboat, the ‘Ann, John and Mary’, is seen here being dragged through the streets of the town. The proud crew pose for the camera in their life-jackets, which were then made of cork. Between 1880 and 1906, this lifeboat and her crew saved 13 lives. The resort of Skegness grew after the arrival of the railway in 1875. Billy Butlin opened his first holiday camp in the town in 1936, which continues to provide accommodation and entertainment for holidaymakers. Lifeboat crew, Skegness, Lincolnshire

By Charles Joseph Staniland (1838-1916) - Illustrations from "Lifeboats and Lifeboat-men" in the "English Illustrated Magazine" in February and March 1886. Written and illustrated by Charles Joseph Staniland (Part 1: Pages 322, 333-342, Part 2: Page 386, 395-403)https://hdl.handle.net/2027/inu.30000093210700, Public Domain, https://commons.wikimedia.org/w/index.php?curid=94572763

By Charles Joseph Staniland (1838-1916) - Illustrations from "Lifeboats and Lifeboat-men" in the "English Illustrated Magazine" in February and March 1886. Written and illustrated by Charles Joseph Staniland (Part 1: Pages 322, 333-342, Part 2: Page 386, 395-403)https://hdl.handle.net/2027/inu.30000093210700, Public Domain, https://commons.wikimedia.org/w/index.php?curid=94572771

By Charles Joseph Staniland (1838-1916) - Illustrations from "Lifeboats and Lifeboat-men" in the "English Illustrated Magazine" in February and March 1886. Written and illustrated by Charles Joseph Staniland (Part 1: Pages 322, 333-342, Part 2: Page 386, 395-403)https://hdl.handle.net/2027/inu.30000093210700, Public Domain, https://commons.wikimedia.org/w/index.php?curid=94572791

Baroness Angela Burdett-Coutts, one of the wealthiest and most influential women in London, became a major benefactor of the RNLI. Her funding supported new lifeboat stations and equipment, helping to promote and expand the use of this world-leading design. 

This painting shows a life that was led by the wealthiest in England at the time. A stark contrast to the emerging English colony in Timaru of the 1860s. In the center is the Baroness reffered to in Hacons letter. After reading this letter, I wondered who was Angela Burdett-Coutts? Was she involved in our Alexandra lifeboat?  By Alfred Preston Tilt / Archibald Preston Tilt / Arthur Preston Tilt - wellcomeimages.org  Collection gallery (2018-03-23): wellcomecollection.org/works/f5ppm5wp CC-BY-4.0, CC BY 4.0, commons.wikimedia.org

Queen Victoria, the reigning monarch in 1863, granted the National Lifeboat Institution its Royal Charter in 1854, creating the RNLI. The organisation promoted self-righting lifeboat designs, which influenced the design of the Alexandra. Timaru’s lifeboat Alexandra was named after Princess Alexandra of Denmark, who married Queen Victoria’s eldest son, Albert Edward, in 1863. She became Queen Alexandra in 1901.

Baroness Angela Burdett-Coutts was one of Victorian Britain’s greatest philanthropists. She helped fund lifeboat stations, equipment, and seafarers’ welfare, playing a key role in spreading improved lifeboat designs associated with the Royal National Lifeboat Institution.

Messrs Forrest of Limehouse life-boat building yard where Alexandra Timaru Lifeboat was built - The Illustrated London News Google Books - Page 478 

By Rijksmuseum - http://hdl.handle.net/10934/RM0001.COLLECT.556121, CC0, https://commons.wikimedia.org/w/index.php?curid=106605334. The RNLI is the charity that saves lives at sea. Many of the RNIL historic lifeboats are listed in the National Register of Historic Vessels (NRHV) or the National Small Boat Register (NSBR) on their website at nationalhistoricships.org.uk. They may be able to offer display images from our photographic archives. Please contact us at This email address is being protected from spambots. You need JavaScript enabled to view it. to request a search.

Arrival in New Zealand

In 1862, the Canterbury Provincial Government, one of six provincial authorities responsible for infrastructure, immigration, and port development in New Zealand, ordered an RNLI lifeboat from Britain. The vessel arrived in Timaru in 1863 and was christened Alexandra.

The lifeboat was housed in a shed at the foot of Strathallan Street, close to the landing service operated first by Captain Henry Cain and later by the Government. From this point, cargo and passengers were transferred between ships and the shore through heavy surf.

As the service developed, crews became trained and paid professionals. Based on the RNLI design, Alexandra is recognised as New Zealand’s first professional rescue vessel and one of the most advanced lifeboats of its era.

The lifeboat was christened Alexandra, after the princess who married Queen Victoria's son.. Invitation, 1901, Dunedin, by Robert Hawcridge, J. Wilkie and Company. Purchased 2004. Te Papa (GH010302)

Alexandra embodied the best lifesaving knowledge of its time and became the frontline between Timaru and the unforgiving Southern Ocean. The Alexandra lifeboat and its crew played an integral role in Timaru's maritime history, often facing challenging conditions and undergoing various changes in housing and maintenance to ensure its readiness for rescue operations. From its inception in the 1860s through the early 20th century, the Alexandra lifeboat was pivotal in maritime rescues and operations. 

The Alexandra Enabled the Crew To

Use a proven design

• Built and tested in Britain to RNLI standards
• Shipped to New Zealand fully equipped and ready for service

Launch quickly in dangerous conditions

• Deployed from the beach using a wheeled launching carriage
• Hauled by horses or manpower directly into the surf

Generate power and control

• Rowed with oars for strong propulsion in heavy seas
• Steered from either end
• Equipped with a mast and sail for additional capability

Hold steady in surf

• Ballast keel provided grip and stability
• Double-ended hull allowed waves to be taken from either direction
• Shallow rudder could lift on its gudgeon pin to prevent damage

Survive capsize and recover rapidly

• Self-righting hull using airtight bow and stern air cases
• Built-in air chambers and cork buoyancy reduced water intake
• Self-draining valves emptied a swamped boat in approximately 30 seconds

General dimensions

• Length overall: 36 feet.

• Beam: 6 feet 3 inches.

• Total interior depth at centre: 2 feet 9 inches.

• Sheer: 2 feet 3 inches.

• Bow and stern rise to 5 feet above keel level.

Construction

• Built without traditional ribs or framework.

• Sides made of two layers of half-inch spruce boards.

• Boards laid diagonally, crossed, with pitched canvas between layers.

• Structure stiffened by transverse timber “floors” placed every 18 inches.

• Deck positioned 12 inches above the bottom.

Gunwale and belting

• Gunwale: hard wood, 2½ inches by 2 inches.

• Belting: 2½ inches by 2½ inches.

Keel and internal structure

• Lower keel section: solid iron, 3 inches wide by 2½ inches deep.

• Upper keel section: wood, 3 inches by 2 inches.

• Total keel depth: 4½ inches.

• Keel bolted to a strong internal kelson.

Lifeboat characteristics

• Designed specifically for buoyancy and self-righting.

• Self-righting achieved through:

  • Weight of the iron keel.

  • Large “drum-head” air chambers at both ends.

Air chambers and buoyancy

• Drum-head air chambers occupy six feet at each end of the boat.

• Majority of their capacity lies above gunwale level at the centre.

• Additional buoyancy provided by:

  • A water-tight deck forming a large air chamber 12 inches above the bottom.

  • A row of air chests under the side seats.

Water management

• Six valves, each six inches in diameter, allow water to escape if flooded above deck level.

• Design intended to prevent the deck from remaining below water level.

• Deck was well caulked.

• A small pump was fitted for removing water from the hold.

Air chests

• Located under the side seats.

• Removable.

• Made of ⅜-inch boards.

• Pitched, covered with calico, and painted.

Seating and rowing

• Seven thwarts.

• Additional seating along both sides.

• Normally rowed with seven oars.

• Steering:

  • Rudder in fine weather.

  • Two steer-oars in rough weather.

Steer-oars

• Length: 25 feet.

• Blade length: 9 feet.

Safety equipment

• Lines fixed along outer sides in short loops for people in the water to hold.

• Each oarsman carried a life-line 8 to 10 feet long with a cork float.

• A man stationed in the bow had a longer line for reaching people further away.

• Other equipment included:

  • Launching carriage.

  • Cork jackets.

  • Anchor.

• Designer: James Peake, Assistant Master Shipwright, HM Dockyard Woolwich

• Adopted by: Royal National Lifeboat Institution

• Length: 30 feet 0 inches

• Extreme breadth: 7 feet 6 inches

• Length to breadth ratio: 1 to 4

• Weight fully equipped: 38 cwt

• Draught: 16 inches

• Crew capacity:

  • 26 men on one gunwale with valves closed

  • 18 men with valves open

• Self righting system:

  • Raised airtight bow and stern chambers

  • Iron keel weighing 7 cwt

  • Self righting time described as under 3 seconds

• Propulsion:

  • 10 oars

  • 2 sweep oars for steering

• Drainage:

  • Six relieving tubes, clearing a flooded boat in about 30 seconds

https://theengineer.markallengroup.com/production/2022/02/lifeboat.pdf

Royal National Life Boat Institution of Great Britain Plans for lifeboat

We helped to design the playground themes and surfacing at the Caroline Bay Playground in Timaru to look like a life boat, inspired by the Alexandra. People could pretend that when they are swinging on a double cyclpse that they are rocking over the breakers to act out a rescue with the life boat crew.

Alexandra Lifeboat and crew, Jubilee Parade, Timaru. Three Timaru Harbour Board floats, pictured at the wharf, prepared for the South Canterbury Jubilee Parade, Timaru, January 1909. Includes the Alexandra Lifeboat and crew, a float with a billboard displaying details of imports and exports at Timaru Harbour at the time and 50 years earlier. The final float has a large boulder on it with a sign which reads "[?] 23 Tons 5 CWT [?] in Mole 30th Oct 1908" - no doubt an indication of the harbour works undertaken at the harbour. Printed in bottom right corner "Protected 1.1909 W Ferrier" - Photo South Canterbury Museum 1546

Alexandra Life Boat in storage - Photo Roselyn Fauth

https://www.wuhootimaru.co.nz/images/CPlay-Resource-RaceToTheRescue-MouseWheel-230913-StoryMaker_By_Roselyn_Fauth.pdf 

By Beechgrove - From the postcard collection of the uploader, Public Domain, https://commons.wikimedia.org/w/index.php?curid=25274566

By Unknown author - Own work, Public Domain, https://commons.wikimedia.org/w/index.php?curid=84345402

English: Swedish lifeboat 416 is taken out for a cruise around Poole harbour in England. https://commons.wikimedia.org/wiki/File:Poole_2024_-_Lifeboat_416.JPG