THK Barmouth, Merionethshire, IRB on 21st June, 1971, was requested to help in evacuating a badly injured woman who had fallen down cliff's at Friog. In view of the prevailing weather conditions the life-boat was ordered to be launched as well to back up the IRB. Dr.

Robert A. Haworth, who is a regular crew member, joined the rescue team in case the casualty needed on-the-spot treatment.

The wind was south west force 7 with heavy rain squalls and poor visibility due to the rain and a sea mist. The sea in the harbour was slight, but there was a heavy breaking sea on the bar. The IRB was launched at 4.3 p.m. and the bar was negotiated with difficulty. The life-boat was launched seven minutes later and followed the IRB. During her passage over the bar she was swept from stem to stern by two heavy breaking waves.

The IRB arrived at the scene of the casualty ai about 4.20. The woman had fallen over cliffs about 80 feet high and was lying on a small beach at the foot of the cliff. Two policemen, a mountain rescue expert, and two of the injured woman's party were on the beach with a stretcher, but were unable to get the casualty up the cliff due to the overhang. The beach was gradually being covered by the rising tide, and at this time there was about 25 feet of beach left exposed. The IRB lay off for a while assessing the situation and the best place to land.The beach in this area consists of large boulders up to 6 feet in diameter, interspersed with smaller boulders and large pebbles. The wind was south west force 6 to 7 and there was a rough sea and heavy swell running in obliquely to the beach. This swell was about 10 feet high and the surf breaking on the boulders and the beach was about 5 feet high. Spray was being thrown about 25 feet into the air as the surf hit the large stones and the base of the cliff. There were heavy rain squalls and a sea mist reduced visibility.

Having decided on their approach, the IRB approached the beach at speed to prevent broaching and at the last minute the engine was cut and tilted, the momentum carrying the IRB towards the beach. The IRB struck several of the boulders during its final approach, fortunately without damage. Then the crew jumped out to turn the IRB head to sea, but they were unable to get a good footing on the uneven beach and the IRB was swamped by two large waves.

She was man-handled to the beach and, while two of the crew tended the boat, the doctor examined the casualty.

The doctor decided that the woman must be evacuated as quickly as possible due to the serious nature of her injuries and the rising tide. The mountain rescue expert thought that it would take at least four hours to get the stretcher up the cliff. It was therefore decided to take the casualty off in the IRB as this was the quickest means of evacuation.

Conditions appeared to be marginally better in the next cove to the north and it was decided to attempt the evacuation from there. The IRB was launched with great difficulty with the assistance of the people on the beach. In spite of having been swamped, the engine started readily. In getting the IRB off, the engine strucka boulder, but damage was restricted to the propeller and did not affect the performance seriously. The doctor remained ashore during this launch, the IRB being crewed by the two remaining members.

The IRB made a run into the second cove as before, but this time the men on the beach were in the water in order to catch and turn the boat as she came in. To do this they had to wade in shoulder high and the surf occasionally broke over them. The IRB landed successfully, this time without being swamped, although she again struck several of the boulders. The casualty was carried round from the first cove, and as the tide was flowing this meant clambering over rocks to keep her dry. She was strapped in the mountain rescue stretcher and had been covered with a plastic bag to reduced the risk of exposure.

After placing the casualty in the IRB preparations were made for launching. The helmsman was in the boat ready to start the engine and the remainder of the men waded in with the boat. To get the boat into deep enough water to start the engine safely meant that the helpers were immersed shoulder high and seas were breaking over them. Several times they lost their footing due to the uneven nature of the bottom.

The engine again started readily and as the crew scrambled aboard with difficulty the engine was put in gear and the IRB cleared the beach at the first attempt.

The urgent requirement was to get the casualty to hospital as soon as possible. It was known that an ambulance was waiting at the Friog end of Fairbourne beach, and, in consultation with the life-boat coxswain, it was decided to land the casualty there rather than risk the passage back to Barmouth in the lifeboat.

The beach at Friog is sandy except at high water and the landing was accomplished efficiently in spite of the surf. The injured woman was handed over to the waiting doctor and ambulance men at about 5 o'clock. She died about five hours later.

The IRB was launched from Fairbourne beach with difficulty as the crew were by now becoming exhausted. She met up with the life-boat which escorted the IRB back to Barmouth. The life-boat and the IRB were rehoused and ready for service at 5.45. No injuries had been suffered by the IRB crew but they were in a very exhausted condition due .o the continual exposure and the pounding they had received from the sea.

During the rescue operation the life-boat had stood by offshore ready to gi c assistance if required. The sea conditions were such that she had great difficulty in keeping the IRB in sight.

The casualty had been with a party of students who were doing a field study. The party were walking along the railway line betweenFairbourne and Llwyngwryl when the woman fell over the cliffs. The alarm was raised by a passing train driver who informed the plice at Llwyngwryl at 3.30. The policeman there informed the plice at Dolgellau, the mountain rescue team at Fairbourne, and the ambulance service, before making for the scene.

He and a colleague from Towyn walked along the foot of the cliff from Friog before the rising tide covered that part of the beach. Two of the casualty party climbed down the cliff and the leader of the mountain rescue team roped down the cliff. They were hauled up the cliff with the assistance of the mountain rescue party after the casualty had been removed.

The following awards have been made by the R. N.L.I.: the silver medal of the Institution for gallantry to each member of the crew of the Barmouth IRB: John H. Stockford, Colin Pugh and Dr. Haworth. The thanks of the Institution inscribed on vellum to each member of the shore party: P.c. Kenneth J. E. Sherwood, P.c. Emyr W. Griffiths, Mr. Julian Kirkham, Dr. John G.

Morris and Mr. Andrew Wallace Rixon; a letter of appreciation signed by the Chairman of the Institution, Admiral Sir Wilfrid Woods, G.B.E., K.C.B., D.S.O., addressed to each member of the crew of the Barmouth life-boat: Coxswain Evan D. Jones, Acting Second Coxswain David L. Griffith, Second Assistant Mechanic Evan E. K. Griffith, crew members G. O. Jones, F.

Cocksey, L. Vaughan and H. Allday.No. 4 Life-boat Area BOLD DIVE Mr. Albert Court, the full-time mechanic of the Wells, Norfolk, life-boat, was peacefully ferrying visitors in his own boat across the harbour channel on 4th July, 1971, from the Cockle Strand. There was an cast north easterly wind force 3 to 4, a slight swell, and it was two hours before high water. At the same time five people were trying to wade across the channel in the fast flowing flood tide. They had previously been warned by Mr. Court and by the Coastguard against attempting a crossing by this method, but all warnings had been ignored.

When Mr. Court's boat came up with these people they were being literally swept off their feet by the tide. One was a young boy who fell into the water when his father, who was carrying him, lost his foothold. This 11-year-old boy, who could not swim, was carried away and pulled under the surface just as Mr. Court's boat reached the rest of the party. The survivorsmanaged to cling to the boat and were then helped on board by the passengers.

When Mr. Court saw the boy being swept past under water, he immediately dived in fully clothed and wearing sea-boots. He eventually landed the boy safely, aided by two men on the shore.

Mr. Court, it is understood, has frequently rendered assistance to people in difficulties in the water or stranded in his area.

The Committee of Management has accorded the thanks of the Institution inscribed on vellum to Mr. Court.

No. 4 Life-boat Area YACHT ON THE ROCKS When a small motor yacht grounded on Longnose Ledge off Kent on 19thJuly, 1971, Margate Coastguard reported at 12.34 a.m. that the vessel was seriously damaged and was in danger of sinking. The crew could be heard shouting for help. As there was insufficient depth of water over the rocks, the life-boat was substituted for the 1KB.

The honorary secretary selected an experienced IRB helmsman, Mr. A. J. Scott, and the boat was carried across the rocks by Mr. Scott, two more crew members, Mr. P. Barker and Mr.

L. Manning, and five helpers. The IRB was launched on the east side of the pier at 1.50 and set course eastwards into the darkness in the direction of Longnose Ledge, about If miles away.

The passage along the coast was not without hazards. There were no navigational lights to guide the IRB clear of the rocks which lined the coast, yet Mr. Scott did not want to delay his arrival at the casualty by going too far to seaward.

He carried a torch which one of the crew kept directed towards the Coastguard lookout for guidance purposes. This enabled the Coastguard to advise the helmsman by radio that he appeared to be heading for the Longnose Ledge but that he should not attempt to cross it. Mr.

Scotfthen headed the IRB seawards again in the hope of sighting the Longnose buoy and getting his position for a run-in towards the casualty.

The unlit buoy, however, could not be found.

1'hen, as the IRB moved north-east of the lookout, the helmsman sighted the stranded vessel's navigation lights and he turned the IRB southwestwards towards her.

As the IRB approached, the crew could see the motor yacht Pisces being pounded heavily on the Foreness rocks and heard cries of 'Help, we are sinking'. Mr. Scott radioed a request to the Coastguard to illuminate the area and the 238 mobile unit did so by firing parachute flares continuously during the final stages of the IRB's approach. In the light of the flare, Mr. Scott could see that he was in imminent danger of damaging his own propeller by being pounded on to the surrounding rocks. So he decided to stop and lift his engine, and then to row for the last 20 yards or so through the quite heavy swells which were by then breaking over the stricken motor yacht.

At 1.8 the IRB crew secured their boat alongside the casualty and Mr. Scott went aboard to find a woman and two men. One of the men was disabled and had an artificial leg. All three were wet and frightened and it was with some difficulty that they were taken in turn aboard the IRB as it rose and fell with the breaking waves.

The IRB was then taken as close to the concreted pipe-line of the sewer outfall as possible, where Mr. Scott first took the woman on his back and waded ashore with her to waiting Coastguards, and then, with the aid of crewman Mr. Barker, helped the disabled man and the other survivor to safety. All were landed in Botany Bay. One crew man remained with the IRB and when the others returned it was to find that the receding tide had already left her high and dry on the rocks. A radio call for more hands was therefore made to the life-boat house, where others were standing by. Additional help duly arrived to relaunch the IRB, which then returned to her station at 3.30.

The survivors were given shelter for the rest of the night in the IRB house and, at first light, their rescuers completed the service by returning on foot to the wreck of the Pisces to salvage their belongings for them.

The Committee of Management has accorded the thanks of the Institution inscribed on vellum to Mr. Scott. Vellum service certificates have been sent to the two crew members, Mr. Leslie Manning and Mr. Peter Barker, to commemorate their participation in this service.

No. 5 Life-boat Area GROUNDED CREW A red flare sighted in the vicinity of the Bernbridge Ledge buoy on 14th June, 1971, led to the Bembridge, Isle of Wight, life-boat the Jack Shayler and the Lees being launched at 11.40 p.m.

in an east north easterly gale with a rough sea.

Eight minutes later the life-boat found the Royal Marine Landing Craft L.I36, with three marines on board, aground on the ledge. Those on board were attempting to make shore.

The life-boat made several unsuccessful attempts to get alongside, but eventually a towline was floated down to the landing craft and made fast. She then slewed the casualty slowly round until she was in a position to be towed clear. At 1.25 a.m. on 15th June the life-boat towed the landing craft off the rocks.

First intentions were to tow the casualty to Rydc Sands in order to allow damage, if any, to be assessed there. However, owing to the strength and direction of the wind it was decided to make for Cowes and the landing craft's parent ship.

The tow was completed at 3.30 and it was decided to moor the life-boat there until weather conditions improved. The life-boat crew returned to Bcmbridge by road, arriving at 5 o'clock.

No. 3 Life-boat Area COASTER ON ROCKS At 11.8 p.m. on 27th July, 1971, a German coaster was reported aground north of Staithes.The Runswick, Yorkshire, life-boat The Royal Thames was launched at 11.35. She found the motor vessel Anneliese K aground on Whitestone rocks under Boulby cliff in thick fog. Parachute flares were fired to indicate the exact position to the cliff rescue party who were standing by to take off two women and two children at low water.

At 1.40 a.m. the vessel's captain told the coxswain that he wished his passengers to be transferred to the life-boat, and at 4.40 there was sufficient water for the life-boat to go alongside.

The two women, two children and four crew members were rescued and taken to Staithes.

The life-boat then returned to the casualty at 5 o'clock and assisted the tug Erimus Cross to passlines aboard to the captain and mate still on board. As the tug was unable to refloat the German coaster, the life-boat returned to her station at 9.11.

No. 10 Life-boat Area TWIN TOW The 1 7-foot motor launch Maytime broke down off Coliemore harbour soon after 11 a.m. on 7th June, 1971. While the honorary secretary was making further inquiries the boat fired several flares. Heavy rain was falling at the time.

The life-boat John F. Kennedy slipped her moorings at Dun Laoghaire, Co. Dublin, at 12.6 a.m. She came up with the launch with two people on board. Those on board the launch told the life-boat coxswain that, in addition to their own craft which was broken down, the sailing boat Morning Star, with six people on board, was also in difficulties in the vicinity.

The life-boat found the Morning Star near Maiden Rock, north west of Dalkey Island.

Both she and the Maytime were then taken in town and left on safe moorings in Dun Laoghaire harbour. The life-boat returned to her moorings at 1.30.

No. 3 Life-boat Area CATAMARAN A yacht in difficulties about half a mile offshore on 28th June, 1971, led to the Humber, Yorkshire, life-boat City of Bradford III being launched at 12.25 p.m. in a fresh to strong west north westerly wind and a rough sea.

She found the catamaran Shidajo one mile east of the coastguard lookout. The catamaran was laid over to port with her anchor down, the mast was broken and her sail was lying across her. The life-boat closed the catamaran and two cold and wet crew members appeared from under the sail where they had been sheltering.

They were both taken abord the life-boat and wrapped in blankets.

The catamaran's anchor was recovered and she was taken in tow and beached at the lifeboat station at 3.17. The survivors were given tea in the second coxswain's house and their clothes dried out.

No. 6 Life-boat Area RACE CASUALTY While the yacht Carillion of Cowes was taking part in the Fastnet race on 5th August, 1971, she struck rocks off the Lizard and was damaged.

At 9.30 p.m. the life-boat Duke of Cornwall (Civil Service JVo. 33) was launched from Lizard, Cadgwith, Cornwall. She came up with the 42-foot sloop at Bass point and with difficulty the Carillion with a crew of nine was taken in tow to the life-boat's slipway (see page 216).

The fire service was summoned to pump the yacht dry and it was then decided that the lifeboat should take her to Falmouth where berthing arrangement had been made. The casualty with three firemen and a compressor on board left the slipway in tow of the life-boat at about 11 o'clock. The Falmouth life-boat honorary secretary in the meantime had been informed that the Lizard-Cadgwith life-boat was making for Falmouth with the Carillion, and the Falmouth life-boat John and Lucy Cordingley, on temporary duty at the station, left her moorings at 1.30 a.m. to meet them at the harbour entrance. The Lizard-Cadgwith life-boat returned to her station at 6.50.

No. 4 Life-boat Area ENGINE TROUBLE It was learned on 7th August, 1971, that the Dutch Barge Jenny III, with a crew of four, had been standing by the East Goodwin lightvessel during the night with engine trouble. Arrangements to tow the barge were made with a local boat Rosena and a rendezvous between the two craft was planned. The barge finally left the East Goodwins, under sail, but the skipper of the Rosena now considered that the weather had deteriorated to an extent that made towing hazardous.

The life-boat Canadian Pacific, on temporary duty at Ramsgate, Kent, slipped her moorings and headed for the casualty at 11.36 a.m. in a strong south south westerly wind with a rough sea.

At 11.49 a message was received from the Coastguard helicopter at Manston that a motor boat was in difficulties and in need of assistance 400 yards from the barge Jenny III. The life-boat then found and took the motor boat Happening in tow. The Jenny III had up to this time been making good progress but it was now seen that she had turned round under the North Foreland and was again in difficulties. The life-boat made for her and at 1.14 p.m. a line was put onboard. The life-boat returned to her station at 3 o'clock with both casualties in tow.

No. 4 Life-boat Area RUSSIAN ENCOUNTER News was received at Walnier, Kent, on 7th August, 1971, that an unknown number of survivors from a yacht had been placed on board the East Goodwin lightvessel after having been rescued by a Russian warship flotilla somewhere in the North Sea.

The life-boat Charles Dibdin (Civil Service No.

32) was launched at 9.8 p.m. in a fresh to strong south westerly wind and a moderate sea. It was four hours after high water. She made for the lightvessel and took off three survivors who it transpired had sailed from Ostend for Aldeburgh in their yacht Melissa of Aldeburgh. At 11.30 a.m. that day their rudder broke and they drifted. When the Russian warships appeared they burnt distress flares and were rescued by a ship's boat from the Russian supply ship. The Melissa, which had received further damage during the rescue operation, was taken in tow.The rescued family were on board the Russian vessel for some five hours before being transferred to the East Goodwin lightvessel. The lifeboat took the Melissa in tow, and with the survivors on board, made for Dover Harbour. The life-boat returned to her station at 1.30 a.m. on 8th August..