Dart RNLI: 150 years of history
Dart RNLI moved to a new station at Ferry View at the end of 2025. But the story of the new home goes all the way back to 1876.
Volunteers Rob Clements (former Dart Lifeboat Operations Manager) and Pete Callis (former shore crew) recount a fascinating journey...
The proposal to station an RNLI lifeboat at Dartmouth was first raised on 16th March 1876, by the Captain of HMS Britannia, the Royal Naval cadet training ship. A cadet lifeboat fund was being organised on his ship to support the initiative. A subsequent meeting was convened between the RNLI inspector, the town mayor, and the Collector of Customs, all of whom rejected the proposal. They concluded a lifeboat at Dartmouth would be unnecessary and ineffective.
The proposal to station an RNLI lifeboat at Dartmouth was first raised on 16th March 1876, by the Captain of HMS Britannia, the Royal Naval cadet training ship. A cadet lifeboat fund was being organised on his ship to support the initiative. A subsequent meeting was convened between the RNLI inspector, the town mayor, and the Collector of Customs, all of whom rejected the proposal. They concluded a lifeboat at Dartmouth would be unnecessary and ineffective.
The inspector also noted the challenge in locating a suitable site to construct a lifeboat house for the vessel.
Captain Graham, aware of the opposition from Dartmouth dignitaries, declared he could not collaborate with the local authorities and preferred the Naval Cadet’s lifeboat be stationed at another port.
The Mayor, Mr Puddicombe, still held the view that a lifeboat stationed at Dartmouth was not required. However, anonymous writers in the local press had taken the opposite view, and so a public meeting was planned for 30th March 1876.
The RNLI, responding to townsfolk's views, agreed to establish the station if a suitable site could be found. On 26th May 1876, they visited Hallsands, Beesands, and Torcross, where local fishermen unanimously declared launching a lifeboat there impractical due to the steep beaches and heavy swells. They recommended stationing the lifeboat at Dartmouth and using a steam tug to reach Start Bay.
Following this, on 6th July 1876, the committee of the RNLI approved the appropriation of the legacy of £1,000 of the late H.W. Pickersgill R.A., of Blandford Square, London, for a lifeboat to be named Henry William Pickersgill R.A. to be stationed at Dartmouth.
The search for a site continued. Suggestions included placing the lifeboat against the railway embankment on the east side of the river or constructing a strong cradle on a floating structure anchored in the harbour. Both options presented crew access challenges.
After considering these alternatives, attention focused on the site of the Dartmouth Boat Club at Sandquay.
By 23rd April 1877, the Dartmouth Boat Club expressed no objection to moving their building back for the lifeboat house. Since the site belonged to Raleigh Estates, the RNLI negotiated a purchase, which concluded on 6th June 1877 for £30. A 21-year lease was secured on 10th July 1877, with construction by Pillars set to begin immediately.
Originally, the design called for housing the lifeboat on a carriage. It was later decided that a slipway leading to the river would be beneficial, prompting the builders to raise the walls and front doorway by 18 inches after foundations had been laid.
However, while these preparations were underway, the RNLI Committee decided to appropriate Mr Pickersgill’s legacy for the benefit of the Dover Lifeboat, anxious that it should be placed on the coast as soon as practicable.
Victorian enthusiasm for expanding lifeboat coverage was evident, influenced by Grace Darling’s exploits and the establishment of the Royal National Lifeboat Institution in 1824. Dartmouth became a growing bunkering port, with up to 40 ships a week calling for coal at its peak.
During the two-year period of the Dartmouth request, lifeboats were stationed at Torquay, Hope Cove, and the River Yealm. This marked a notable expansion of RNLI coverage in the Southwest, likely prompted by the surge in shipwrecks along Britain's coast. With maritime trade booming, Britain led globally, transporting goods by sea from across the world. While national attention centred on lost cargo and vessels, Samuel Plimsoll championed sailors' welfare and fought to prevent vessel overloading.
‘In well-known lays we sing the praise of men renown in war, how heroes brave on land and wave have fought for us of yore;
But I will sing of one who fought, though not in deadly strife, the noble object that he sought was saving human life.'
First verse of ‘A Cheer for Plimsoll’, music hall song, composed by Fred Albert in 1876.
A lifeboat station was established for Dartmouth on the 23rd October 1878, with the hope that it would be of great assistance, in conjunction with a steam tug, should there be a shipwreck in Start Bay.
The lifeboat house was built at a cost of £300 by Pillars of Dartmouth on land used by the Dartmouth Boat Club. The site was owned by the Raleigh Estates. The slipway was built in 1879 at a cost of £60. The cost was covered by Mrs Emma Hargreave of Claygate in Surrey. The new lifeboat was named in memory of her late daughter, Maude Hargreaves. The boat was one of the 33-foot, 10-oared class, built by Messrs Wolfe and Sons of Poplar, London. This boat was self-righting and had a self-water ejection system. It was trialled on the Limehouse Canal, London. The boat duly arrived by rail at Kingswear on 21st October 1878.
The inauguration was a grand occasion, featuring a procession through town led by the lifeboat crew. The mayor, the corporation, the coastguards, and the Foresters participated, accompanied by bands. The new boat was readied for launch at the boathouse. On behalf of the donor, branch president Mr Charles Hawker accepted the gift, and after the dedication, the boat was successfully launched to cheers from the crowd. As they passed Sandquay, the crew rescued a 12-year-old boy who had fallen in, drawing further applause.
The position of the lifeboat station was some distance from the mouth of the Dart. It soon became apparent that it should be placed on a mooring under the lee of the Half Tide Rock at Warfleet, to be assisted by a steam tug to take the lifeboat into Start Bay. The difficulty and delay of launch from the boathouse were first noted in November 1881. The mooring at Warfleet was organised by the former coxswain, Charles Lewis, who was also the harbourmaster. The mooring was laid by Phillip and Sons at a cost of £2. The suggestion that the lifeboat be moored against the Custom House was considered unsafe. The lifeboat was to be housed in the new lifeboat house during the summer months, May to October.
In 1884, it was resolved that the barometer and chart case be removed to a suitable position on Bayard’s Cove near the Harbourmaster’s house.
In Victorian times, a report in the Western Morning News of 18th October 1886 commented on ‘the difficulty in getting a lifeboat crew together on Friday last’.
As early as 1884, the working committee stated: ‘The Hon Sec read a report from Captain Chetwynd R.N., Chief Inspector of Lifeboats on the subject of signals for calling the crew together’. It was resolved in the opinion of the committee that a small brass cannon with a charge of about 1lb of powder, discharged from the coxswains' or deputy coxswain’s house, would be the most efficient means of calling the crew together in the case of an emergency.
The matter of signalling was again raised in June 1891 when enquiries were made at the castle as to firing a piece in case of vessels seen in distress.
In 1891, the coastguard chief officer at Torcross and Hallsands was instructed to send telegraphic messages, when a lifeboat was required, to Hon Sec Customs House, Dartmouth.
On 17th September 1887, the new lifeboat arrived at Dartmouth. The old boat, Maude Hargreaves, was returned. It had been stationed at Dartmouth for nine years, in which time it had not been required to perform any services.
The Lifeboat Journal 1 November 1888
No part of the south Devon coast is more dangerous than that which forms the entrance to Dartmouth Harbour. Even in fine weather, navigation is very difficult for ships entering the port, and when a gale prevails from the SE, the risk is great, owing to the narrow channel being flanked by several rocks. That very few casualties occur due to the precautions taken by the harbour commissioners and the availability of a pilot service. In addition, the National Lifeboat Institution has had a boat stationed here for the past nine years to render assistance to any disabled vessel. It became necessary to replace it, however, by one of the modern class, possessing all the recent improvements, and Mrs Shaw, of Exeter, having signified her intention of defraying the cost of a new boat in memory of her late husband, the committee of the Institution decided to send it to Dartmouth. The new lifeboat is 34 feet long and 8 feet wide, and rows 12 oars double banked with a new water ballasting system. During the winter, it will be moored at Warfleet Creek and in the summer months, it will be in the house built for its reception at Sandquay.
The launch of the new boat took place on 20th September 1887 under favourable circumstances. Mrs Shaw and a number of the local committee and friends, having partaken of luncheon at the Castle Hotel, travelled by steam launch to where the boat was manned and already to be sent into the water. A crowd assembled on ships and adjoining vantage points, whilst a number of boats took up position on the river. The band of HMS Britannia, under Signor Reneri, was stationed in the vicinity, and in addition to playing a few pieces prior to the commencement of the ceremony, led the singing with much efficiency.
Admiral White, on behalf of Mrs Shaw, formally handed the boat over to the Institution and expressed the hope that it would be the means of saving the lives of any sailor who might be unfortunately wrecked on that coast.
Commander La Prmaudaye R.N., District Inspector of the Lifeboats, on behalf of the Institution, and Major Hockin as Honorary Secretary of the local committee, heartily thanked Mrs Shaw and the Institution for their handsome gift.
First, a hymn had been sung, and the Rev I.S. Brown had offered a short prayer. Mrs Shaw stepped forward, and breaking a bottle of champagne over the bows of the boat, named it the ‘Henry and Amanda Shaw’. The dogshores were then cut adrift, and the boat, with the flag of the Institution at the bow and the red ensign at the stern, glided into the river amid loud cheers from the spectators, whilst the band played Rule Britannia. The launch was a great success, and after the boat had made one or two trial trips, the proceedings concluded with the national anthem. In the evening, the crew were entertained at dinner.
Crew
T Richards, C Rogers, J Stevens, S Katzias, C Balkam, T Chaise, W Collins, Jas Stevens, R Stanicombe, A Oman, W Dodd, W Wright, J Memory, Albert Sims
Coxswain: Capt Lewis, 2nd Coxswain R Witcher
The RNLI was then, as now, funded by public donations. There were collecting boxes at Torcross, Slapton Sands, Coxswains House, Channel Coaling Co Office, Post Office, Dart Hotel and Tap, Kingswear Railway Station, Queens Hotel, Seven Stars Hotel, Castle Hotel and Tap, Captain Head ‘Dartmouth Castle’, Captain Jago ‘Berry Castle’, MS Brittania (two boxes), Seymour Hotel, Totnes, Offices of Collins and Co, and the Sands Hotel. It was agreed that a pillar box be positioned at the south-east corner of the Boat Float opposite Dartmouth Railway Station. It was ordered and erected there in September 1891.
There were two box collectors, one on the shore and one afloat, each to receive 10 per cent of all donations and collections - unlike today, the box collectors are unpaid volunteers.
The lifeboat was launched for training and exercising every three months, with the attendance of the RNLI Inspector of Lifeboats and the coxswain.
In August 1882, the regatta committee applied to have the lifeboat afloat on the Friday, as if for a quarterly exercise, and undertook to pay all expenses.
Coxswain, £8 per year; 2nd coxswain, £2 per year; crew: four shillings per exercise. Landmen and helpers: one shilling each.
There was the further expense for the rent of the lifeboat station, which was paid by the institution to Messrs. Humbert and Sons.
The Dartmouth Lifeboat, although supported with enthusiasm, recorded only three shouts in its 18 years of service.
The Lifeboat Committee recorded a shout of note on 14th January 1893: the Trinity House pilots Kelland and Gurney were later rewarded for casting off from the Dartmouth cutter ‘Rose’ and saving five men struggling in the water, three and a half miles from Dartmouth.
It was reported that ‘Rose’ was half-filled with water and unmanageable. A pilot nearly lost his life, and a gig with five men was adrift somewhere off the harbour. The weather, in darkness, was running a full gale from the NE to E with heavy snow squalls and a high running sea. Finding that people were adrift, the lifeboat went to their assistance without delay.
‘The Coxswain summoned the crew and by 8.15 were leaving the moorings to proceed to the Range, where the cutter was brought up and hearing the whereabouts of the boat, still adrift from the cutter. The captain of ‘Rose’ thought it advisable for the lifeboat to remain alongside until the weather moderated. The squalls at times were continuing very heavily. After waiting for some time, the master of the cutter was still advising the lifeboat to remain, although the coxswain of the lifeboat was anxious to scour the coast for the missing boat. A recall light was seen from shore, on which the lifeboat made for harbour, arriving back into port at about 11.45pm.’
Subscriptions were raised for the widows, orphans and mothers of the men who lost their lives through service to the cutter Rose.
‘The coxswain and crew responded to the call to duty and showed eagerness to go to the assistance of their fellow men of the port.’
The committee noted a request from the coxswain for a drop keel for the lifeboat, but the Hon Sec opposed it, considering the present boat would be sufficient for all requirements.
Dartmouth Lifeboat Committee, Custom House, 20th August 1896
Correspondence read, including a letter from the chief inspector as to the desirability of closing the station. Lieut Fook Hon Sec laid the matter before the committee, and after considerable discussion, it was proposed by Capt Tolman and seconded by the chief cfficer of coastguard that, ‘having regard to the fact of the lifeboat on this station having been practically of no use since it was placed here in 1878,
this committee is unanimously of the opinion that it is advisable to close the station’.
The absent members of the committee have also expressed their view to that effect.
On 16th September 1896, the Dartmouth Lifeboat Committee met and resolved that the branch continue as a financial one with the committee continuing their services. They requested that the parent institution inform the donor that the lifeboat is broken up, that the barometer kept at Dartmouth be kept with a reliable person, and that the chart be properly marked.
Coxswains
Capt Charles Lewis 1878-1882
John Brock 1882-1891
John Pillar 1891-1896
(James Rundle and John Pillar were the applicants for the office of coxswain. Rundle was not selected, as the parent organisation was undergoing changes and improvements; it was not advisable, as he kept a public house!)
Hon Secretaries
Major Percy Hockin 1878-1891
Henry Hooks, HMC 1891-1896
T.S Mitchell 1896-1898
On 17th March 1897, the boathouse was sold by the permission of the Court of Chancery to the Receivers of the Raleigh Estates for £100.
As a financial institution, the RNLI continued at Dartmouth until its demise in 1902.
After 58 years, it was decided to reform a committee at Dartmouth. On 30th June 1960, 78 invitations were sent out for a meeting at the Raleigh Hotel to inaugurate a new fundraising committee.
Officers of the Fundraising Committee
President Rear Admiral Hopkins
Chairman Basil Payne
Vice Chairman Mrs B Cobbold
Secretary Mrs Jocelyn Lees
Treasurer T Richardson
Additionally, 13 local individuals were recruited as substitutes in case the need arose.
The town and port of Dartmouth suffered a general decline in the first decades of the 20th century. The trend toward oil-fuelled ships led to the demise of the Channel Coaling Company, which bunkered its last ship in 1950.
The old boathouse of the original Dartmouth Lifeboat was acquired by George Phillip, of Phillip and Sons Shipbuilders Ltd and later by his children. They used the building as a store and support for the steam tug ‘Venturer’. In 1948, it was sold again to Nellie Wotton, the postmistress at the Sandquay Post Office, which was directly opposite the shipyard entrance. She had it converted to provide living accommodation. A few years later, it was acquired by a Mr Sanders as a holiday home and subsequently passed to his adopted daughter, Pauline Lawley.
With increasing wealth after World War II, the port and town showed signs of improvement. Although commercial vessels entering the port were in decline, it was growing in popularity as a holiday destination, driven by an increase in leisure craft. The harbour and the River Dart in 2024 had three marinas, approaching 3,000 permanent moorings, in addition to sailing clubs at Dittisham and Stoke Gabriel.
It was a far cry from the industrial feel of the 1880s.
The port was transformed, raising growing concern about a lifesaving facility for the whole of the Dart Estuary and the near coast.
Dart Lifeboat Station - a new beginning
On to 2004. As a result of a government proposal to boost coastal communities, a local committee developed initiatives to achieve this. Dr John Fenton suggested it would benefit from the placement of an RNLI Lifeboat at Dartmouth. He was tasked with approaching the RNLI; his request fell on enthusiastic ears. The RNLI tasked him with establishing a Management Committee and recruiting a volunteer crew. The RNLI would seek to find a location to house the boat.
The search for a site proved difficult. Eleven locations were viewed and discarded as unsuitable, including two sites owned by the Ministry of Defence. The RNLI always favoured siting the boathouse in Coronation Park, as it was close to the only usable slipway.
The tennis pavilion in the park had fallen into disrepair and was condemned. In discussions with South Hams District Council, at the RNLI's expense, it was demolished, and a wooden structure to house the boat and launching equipment was built. Siting it in the park caused much debate, for and against, but planning permission was granted.
An appeal to raise funds for the new station began, and through local supporters and the RNLI, £130,000 was raised. As funding was partially sourced from parishes along the Dart and coast, the new station would be named Dart Lifeboat Station.
Training began under the supervision of the Deputy Lifeboat Inspector, Tom Mansell. In order to assist with ‘on the water time’, Chris Tracey allowed space in his warehouse at the top of the town to house the boat and trailer.
The training boat was a D Class from the RNLI relief fleet, named ‘Bob Savage’ (ex-Redcar Lifeboat Station). Later replaced by a D Class ‘Spirit of the Dart’ donated by Caterfood Ltd.
After many months of intensive training, it was declared operational on 7th November 2007.
President Rear Admiral Robin Shiffner
Chairman Tony Bradbury
Treasurer Paul Weedon
Secretary Dr John Fenton
Medic Dr John Uhr-Delia
Lifeboat Operations Manager: Rob Clements
Deputy Launch Authority: Don Campbell, Tony Hoile, Michael Moody and Mark Strudwick
Lifeboat Chaplain: Rev Simon Wright
Helms: Ben Board, Andrew Pomeroy, Chris Tracey, Pat Tucker, Lloyd Turner, Chris Walker, Chris Wallace
Crew: Ed Carter, Tony Chapman, Andy Carter, Andy Duffy, Haydn Glanvill, David Hart, Andrew Howitt, Kevin John, V Jones, W Jones, Yorkie Lomas, Chris Rampling, Tony Rendle, Ian Watton, Iain Watton
Launch crew: Norman Brown, Pete Callis, Jerry Gilby, George Hanna, Paul Hodge, Steve Wallis, Richard Albones, Andy Clements, M James, Gordon Pepperel and John Turner-Bone
The station was on council land and subject to a temporary lease. The search continued for a more permanent tenure. The station averages 40 shouts a year and has rescued and assisted many hundreds more. The station initially operated a D-class inshore lifeboat, and in 2018, a B-class Atlantic Lifeboat was added, enhancing the capability to save lives at sea.
After the use of relief boats, the first permanent B Class Atlantic Lifeboat was on station in 2024, ‘Frank S Samworth’, donated by a great supporter of Dart, Jill Samworth (’Aunty Gill’).
The acquisition of Ferry View
In 2017, shore crew member Pete Callis initiated a project to establish a permanent home for the RNLI in Dartmouth.
A project team was established, comprising RNLI crew, fundraisers and a local architect, Qube Designs. The town’s public slipway was deemed inadequate for modern use, as it was unsafe due to the proximity of the higher ferry and its associated cables. So the project sought to provide a new lifeboat station to house the D-class and B-class lifeboats, a visitor centre, and a public slip. South Hams District Council (SHDC) were approached, and they were in favour of allowing the project to go ahead over the mud (Fundus) on piles, adjacent to the existing public slipway.
Designs were drawn up and submitted, but the RNLI were not happy with the idea of a shared facility with the public, as well as the cost of building and maintaining a structure over the water.
In 2018, the project team was asked if a land-based solution was available. Various options were explored, but all were turned down.
Project lead Pete Callis approached the owners of the original station, known as Ferry View, and they were sympathetic to the predicament. After a few meetings with the family, the project was handed over to Duncan MacPherson, the RNLI's Senior Property Manager.
The public slipway, which was initially part of the project, was handed over to Sir Geoffrey Newman and his team to progress.
In March 2019, the owners of Ferry View agreed to sell the property to the RNLI. Early in 2019, the RNLI submitted a business case to the board, which was accepted. Shortly after this, Studio Four Architects was engaged to design and project-manage the build, with several feasibility options.
The initial design had both the D and B class lifeboats kept outside on flexi docks. The crew, now led by Mark Strudwick as Lifeboat Operations Manager, was adamant that the D-class would not stand being housed outside, so Studio Four were instructed to design a station to house the D-class and the tractor. In October 2019, all parties agreed to the option with the D-class inside.
In November 2022, South Hams District Council approved the planning application.
On 24 September 2021, the RNLI acquired the freehold of the old station from Pauline Lawley, and construction began in 2024 to rebuild the premises.
Nevada Construction were engaged to build the new station.
The Fundraising Committee, led by Jake Moores, immediately began organising events and seeking donations to offset the project's costs.
The building was completed at the end of 2025 and handed over to the crew.
Sources
Minutes of the Dartmouth Branch of the RNLI July 1881-1902
RNLI Archives, Poole
The Lifeboat Journal
Dartmouth Museum
Dr John Fenton
Mrs S. Smith
Key facts about the RNLI
The RNLI is the charity that saves lives at sea. Its volunteers provide a 24-hour search and rescue service around the United Kingdom and Republic of Ireland coasts. The RNLI operates 238 lifeboat stations in the UK and Ireland and more than 240 lifeguard units on beaches around the UK and Channel Islands. The RNLI is independent of Coastguard and government and depends on voluntary donations and legacies to maintain its rescue service. Since the RNLI was founded in 1824, its lifeboat crews and lifeguards have saved over 146,700 lives.
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Contacting the RNLI - public enquiries
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