THE LOSS of the whole crew of eight of the Longhope life-boat, which capsized on the evening of 17th March, 1969, was reported in the June number of THE LIFE-BOAT. When the June number went to press the circumstances attending the disaster were still subjudice, and a Procurator Fiscal's inquiry was held at Kirk- wall on 10th June. The jury unanimously found that seven of the members of the crew died by drowning, their bodies being found in the sea in the upturned life-boat four miles south west of Torness Point in the Island of Hoy. The body of the eighth man, James Swanson, had not been recovered.

The Sheriff, addressing the jury, stated that no evidence had been heard indicating or implying negligence, nor had there been any evidence that the boat and equipment was other than first-class, nor had there been any evidence that precautions or procedure which ought to have been taken had not been taken. The jury returned its formal verdict without retiring.

LIBERIAN VESSEL It is now therefore possible to publish the details of the events leading up to the disaster so far as they are known.

The vessel in distress to which the Longhope life-boat T.G.B., which is one of the 47-foot Watson class, went was the Liberian ship Irene. The Irene subse-quently grounded half a mile south of Grim Ness on the east coast of South Ronaldsay, and her crew were rescued by H.M. Coastguard using breeches buoy.

The first indication that the Irene was in distress reached the honorary secretary of the Longhope life-boat, Mr. J. M. F. Groat, in a message from the auxiliary coastguard at Brough Ness at 7.29 p.m. The position of the casualty had not been reliably established but was given as five miles east of Halcro Head, North Ronaldsay. The auxiliary coastguard requested that the Longhope life-boat be launched. The same request was made to Mr. Groat by H.M.

Coastguard at Kirkwall. The maroons were fired at 7.40 p.m. and the Longhope life-boat was launched 20 minutes later with a crew of eight on board.

SEA VERY ROUGH There was a south easterly gale in the Pentland Firth estimated at the time at Force 9. The sea was very rough and there was a heavy swell. Visibility, which H.M. Coastguard estimated as between half and three miles, was reduced at times by rain and snow flurries. When the life-boat left Longhope the flood tide—the east-going stream—had been making for about an hour.

At 8.40 p.m. the Longhope life-boat gave her position as three miles south east of Cantick Head lighthouse. At 9.7 she was reported one mile east of Swona Island. A few minutes later the look-out at Brough Ness coastguard station stated the life-boat clear of the Lother Rocks. About 9.30 she bore 160° from the look-out and was then estimated to be mid way between Brough Ness and Pentland Skerries heading east.

Ten minutes earlier, at 9.20, the principal keeper at Pentland Skerries light- house sighted the life-boat in line with the Lother Rocks, which were about two miles away from him. It was at 9.28 that the last officially recorded signal from the Longhope life-boat was received by Wick radio. This message acknowledged a signal giving the latest position of the Irene. Two minutes later the principal keeper saw the life-boat to the north of the lighthouse, and he last saw her stern light to the eastward about one mile away about 9.35. These two sightings were confirmed by his two assistants.

Meanwhile the 70-foot life-boat Grace Paterson Ritchie, which was lying at Kirkwall, had also put out at 8 p.m. at the request of H.M. Coastguard.

The Irene grounded half a mile south of Grim Ness at 9.15. The first man was brought ashore by H.M. Coastguard at 12.42 in the early hours of the 18th March, and at 1.30 a.m. the last member of her ship's company was landed.

At 10.5 p.m. on 17th March H.M. Coastguard at Kirkwall asked Wick radio to inform the Longhope life-boat that conditions alongside the Irene were 'almost impossible'. The information was also passed to the Grace Paterson Ritchie.

FEAR FOR LIFE-BOAT'S SAFETY By 10.30 p.m. the coastguard began to feel doubts about the safety of the Longhope life-boat. Coast rescue emergency parties were sent to vantage points on the east coast of South Ronaldsay to search. The whole of the search was co-ordinated by H.M. Coastguard, close contact being maintained with the inspector of life-boats, Lieut. B. Miles, and the Longhope honorary secretary.

At 11.5 the Kirkwall coastguard asked the Grace Paterson Ritchie to make for a position two minutes south of the Irene and to rendezvous with the Longhope life-boat. The Grace Paterson Ritchie reached the position given at 11.15 and fired a parachute flare. There was no reply. Staff Coxswain Ian C. Ives then made for a position one mile south east of Old Head. In the high seas visibility was very poor and the staff coxswain reported to Kirkwall coastguard that therewas virtually no hope of seeing the Longhope life-boat in these conditions.

Kirkwall coastguard agreed that a search should be conducted at daylight with the help of aircraft.

This was done. A Shackleton aircraft from R.A.F. Kinloss and a helicopter from R.N.A.S. Lossiemouth co-operated with the Grace Paterson Ritchie and with the Stronsay, Thurso and Stromness life-boats, all of which put out on the morning of 18th March.

It was not until 1.40 p.m. that the Thurso life-boat sighted the Longhope life-boat upturned four miles south west of Tor Ness. She took her in tow to Scrabster Harbour escorted by the Stromness life-boat. Scrabster Harbour was reached at 8.55.

Only seven bodies were recovered, six of them with life-jackets on. The cox- swain, Daniel Kirkpatrick, was not wearing a life-jacket. The door of the port side of the wheelhouse was found open, and it is probable that the missing man, James Swanson, was either lost overboard before the capsize or that his body was lost through the open door.

THE FINDINGS In the June number of THE LIFE-BOAT details were given of the funeral and other arrangements, and it is now possible to publish the findings of the Com- mittee of Management of the Institution after a detailed inquiry had been con- ducted. These findings were: (a) The action of the honorary secretary to launch Longhope life-boat at the request of H.M. Coastguard to the assistance of the Liberian steamer Irene (2,600 tons) was correct. After the honorary secretary had authorised the launching of the life-boat, all subsequent action, which includes the safe navigation of the life-boat, was the responsibility of the coxswain.

The action taken by the staff coxswain in command of 70-002, lying atKirkwall, in proceeding immediately to the assistance of Irene when requested by H.M. Coastguard to do so was correct. Observing the tidal conditions at the time, this boat was particularly well positioned.

(c) The condition of the hull and machinery of Longhope life-boat at the time of launching was in all respects first class. The crew were very experienced and had complete confidence in both the coxswain and boat.

(d) The evidence available suggests that the Longhope life-boat capsized shortly after 2135 B.S.T. on Monday, 17th March, 1969, while proceeding east- wards between South Ronaldsay and Mickle Skerry lighthouse, after being overwhelmed by 'very high seas and maelstrom conditions'. The most likely position for these conditions to be met would be where the flood tide running south down the east coast of South Ronaldsay meets the east-going stream north of the Pentland Skerries, which is about the position the life- boat was last seen.

(e) There is no evidence to indicate a failure in the boat's M.F. R/T equipment.

If (d) above is agreed the Longhope life-boat was heard by Wick Radio shortly before capsizing.

(f) The sequence of events that led to this capsize cannot be determined but it is possible that the sea which damaged the superstructure was the initial cause. The failure of the glass could have occurred as the direct result of the sea conditions or from distortion due to weather damage sustained by the metal superstructure.Lyme Regis Another incident involving loss of life, into which a detailed inquiry was made, occurred on 17th January, 1969, when Robert Jefford, a member of the Lyme Regis inshore rescue boat crew, lost his life in an IRB capsizing accident.

At 5.45 p.m. on that day the honorary secretary of the Lyme Regis IRB station, Wing Commander F. A. Buckingham, R.A.F. (retd.), was informed by Mr. Kenneth Gollop that a catamaran had broken adrift in the harbour. He asked permission for the IRB to be launched. Considering that the immediate harbour area would be sheltered to a large degree from the prevailing weather and the men who would man the IRB were very experienced, Wing Commander Buckingham authorised the launching of the IRB but advised extreme caution.

The IRB was launched at 5.50 with a crew of three. They were Robert Jefford, Roy Gollop and John Chase.

There was a Force 9 south westerly gale at the time but weather conditions inside the harbour were not difficult. The sea just outside the gap of the land- ward end of the north wall was not breaking. When the IRB was launched it was an hour and a quarter before high water.

OUTSIDE HARBOUR By the time of launching the catamaran had already drifted over the sand bar through the gap and was just outside the harbour. However, it was still in the relative shelter of the north wall. The sea outside the gap was not breaking although it was breaking inshore of the catamaran's position. To the east the full force of the weather was felt.

The IRB left the harbour through the gap, but the catamaran drifted so fast that she was soon out of the lee with the IRB following her.

About 150 yards from the north wall and the same distance from the shore the engine cover of the IRB came loose. John Chase stopped the engine to refasten it in position. The engine was restarted at the first pull and ran well.

The IRB's crew originally intended to run a line to the north wall, though notnecessarily to tow the catamaran, but they were now so far away that they decided in favour of towing.

The IRB was brought alongside the catamaran at a point where the effects of wind and weather was fully felt. Roy Gollop scrambled aboard with a line.

John Chase was left at the tiller of the IRB with Robert Jefford tending the tow rope.

The tow line tended by Robert Jefford was successfully passed on the bight around the engine bracket of the IRB. Towing began, but because of the sea conditions and the weight of the catamaran the IRB became extremely difficult to handle, and it was found hardly possible to head the catamaran to seaward.

Robert Jefford then took the tow line in hand to adjust the heading of the IRB. When both boats were off Cobb Gate a wave swung the inshore rescue boat off the sea and broadside to it. John Chase, who was still at the tiller, saw a huge sea coming. He shouted to Robert Jefford to drop the tow line so that he could swing the boat back to stem this sea. It was too late, and the sea caught the IRB on the beam, capsizing her and throwing her two occupants into the water.

Roy Gollop was still aboard the catamaran.

Roy Gollop found a line and threw it to John Chase, who grasped it and was pulled to the catamaran's stern. He could not be hauled aboard and the sea washed him between the two hulls. He still had hold of the rope, and Roy Gollop pulled him out from between the hulls. A large sea then forced John Chase to let go of the line, and he was washed clear of the catamaran.

Meanwhile Robert Jefford had been seen floating on his back with his life- jacket on. Roy Gollop tried to release the bow line of the catamaran in order to join it to his other rope so that it would be long enough to throw to Robert JefFord. Before this could be done Roy Gollop was washed off the catamaran by a large wave.

A number of people on shore, including men who served in the IRB, made for Church Cliff beach where they expected the men to come ashore. Kenneth Gollop brought two coils of rope from his ship and cut the lashings on one of them.

Graham Turner, who was aged 19, grabbed the end of a coil of rope on seeing John Chase being washed towards the beach. At grave risk to himself he rushed into the heavy surf and grabbed Chase by his life-jacket. Both men were severely pounded by the sea but Graham Turner maintained his hold on the rope with one hand, and the helpers pulled both men ashore.

Meanwhile Roy Gollop was also washed ashore and succeeded in scrambling clear, but there was no sign at this point of Robert Jefford.

ROPE THROWN Some observers at Gun Cliff saw Robert Jefford in the water. He was being violently tossed by the confused, turbulent sea. He was wearing his life-jacket and was evidently still conscious.

A rope was thrown to him from the high wall by Mr. C. Quick. Robert Jefford grabbed the rope but he was not seen to have secured it to himself.

He was then near a groyne and helpers on the rope pulled him clear from this towards the wall running north and south. Here the seas were extremely tur- bulent and he was swept violently towards the wall.

Robert Jefford seems to have maintained his hold on the rope, and the helpers succeeded in keeping him clear for a time of the heavy water crashing against the wall. A succession of heavy waves then dashed him against the wall. The line went slack and he was seen to be swept under by succeeding heavy seas. He was next seen face downwards being washed in and out by the sea. At this time he was not wearing his life-jacket which could be seen floating near him.By this time Roy Gollop arrived at Gun Cliff and without hesitation he grabbed a line and secured it to himself. He was then lowered over the wall. He tried to make for Robert Jefford but was buffeted by heavy seas and after being dragged under he was lifted on a ledge on to the wall about six feet from the bottom. Although he wanted to make a further attempt, it was clear that he was exhausted and could do nothing. He was therefore hauled up and taken to hospital. Robert Jefford's body was recovered at 11.30 from the beach about a mile from the town in the Black Vane area.

Letters of thanks, signed by the Chairman of the Royal National Life-boat Institution, Admiral Sir Wilfrid Woods, G.B.E., K.C.B., D.S.O., were sent to Graham Turner and Roy Gollop for their efforts in saving or attempting to save life. At the same time the Committee of Management came to the conclusion that the launch of the IRB for salvage purposes was contrary to regulations.

COASTGUARDS HONOURED Mr. William Rodgers, M.P., Minister of State, Board of Trade, who has special responsibility for marine safety, on 4th June, 1969, presented the shield for the most meritorious wreck service of 1968-69 to the Broughness and the Deerness Coastguard Rescue Companies. This was for their rescue by breeches buoy of the crew of the Irene at the time of the Longhope life-boat disaster on 17th March, 1969..