WHEN on 20th November, 1971, red flares were sighted in the area of the Wallet Spitway buoy, the Clacton, Essex, life-boat Valentine Wyndham- Quin was launched at 6.17 p.m. The wind was south south west force 5 to 6 with rain squalls.

At 6.24 p.m. the Coastguard reported another flare on the same bearing, but it was not seen by the life-boat, which was pitching and shipping spray. A further flare was reported five minutes later.

At 6.32 p.m. the life-boat asked Thames Coastguard to confirm that the position of the casualty was off the Wallet Spitway buoy.

The reply indicated that the casualty was south of the West Swinn buoy and about six miles south of the Spitway. Accordingly, the life-boat started searching the Spitway area with parachute flares.

At 6.53 p.m. Coastguard Thames reported flares five cables from West Swinn buoy, and Coxswain Charles Bolingbroke made southwards through the Spitway. It was now low water and the Spitway could give him no more than about four feet in its deepest channel.

By 7.11 p.m. the life-boat was clear of the Spitway. The wind was now force 6 to 7 and a weather forecast of force 8 to 9 with heavy rain was received.

At 7.28 p.m. the m.v. Bexley, which was on the other side of the Barrow Sands and unable to assist, reported two vessels firing red flares near the West Swinn buoy. At 7.58 p.m. the life-boat started searching with parachute flares in that vicinity. About 10 minutes later she sighted two fixed white lights and made her way towards them.

A flare confirmed that these were the casualties at anchor. The nearest was an old pilot boat, the £ona, built 1896, having no engine and a crew of two, which had been in tow of the other casualty from Ramsgate to Burnham-on- Crouch. The towing vessel was anchored to the north of her. She was the 40-foot cabin cruiser Pisces, which was the home of her owner and his wife and four-year-old daughter, all three of whom were on board.

The wind had now increased to force 7 to 8, and it was a wind-against-tide situation as the coxswain made his approach to the ona with 5 to 6 feet showing on the echo sounder. Theseas were short and steep but both men were taken off on the first pass, with no damage to the life-boat. On the first approach to the cabin cruiser the young child was safely taken aboard the life-boat and on the next two attempts the woman and then her husband were embarked, all without injury to anyone or damage to the boat.

By 8.52 p.m. the life-boat was heading northwards for Brightlingsea, having effected the rescues of all five people in four 'alongsides' in the space of 20 minutes.

On the return journey the wind was force 8, against the strongest part of the flood tide, and the coxswain reported that it was the worst conditions he had experienced for 20 years.

Visibility was often reduced to near zero in heavy rain, and it was a dangerous situation off Colne Point, at 10.53 p.m., to discover that the Inner Bench Head buoy had apparently been carried away.

The harbour master at Brightlingsea could not take off the crew and survivors in his boat in the usual way as conditions were too severe.This meant that the life-boat had to enter the unlit fish dock with the aid of her searchlight and Coastguard lighting equipment. By 11.38 p.m. all survivors had been safely landed and were taken to a hotel where accommodation had been arranged for them.

The Committee of Management has accorded the thanks of the Institution inscribed on vellum to Coxswain Bolingbroke. A letter of appreciation signed by the former Chairman of the Institution Admiral Sir Wilfrid Woods, G.B.E., K.C.B., D.S.O., will be sent to the other members of the crew, Second Coxswain Arthur Harman, Motor Mechanic Clarence Marshall, Assistant Mechanic William Dale and crew members J. Bolingbroke, E. Cobb and E. Draine. RED FLARES seen .at 10.23 p.m. on 3rd September, 1971, six miles north of the Skerries caused the Holyhead, Anglesey, life-boat St Cybi (Civil Service No. 9) to be launched.

The life-boat, with Coxswain William Jones at the wheel, headed to pass the Skerries to westward at full speed and at 11.14 p.m. was two miles west of the Skerries. At this time a number of lights were seen on the starboard bow and the life-boat altered course.

A message was then received by the life-boat that the Friesian Express was alongside the casualty and there was a man with a heart attack to be taken off. At 11.41 p.m. it was reported that the man had recovered but refused to be moved. Oxygen equipment had therefore been left on board the yacht Sinbad.

The Sinbad headed for the life-boat. Her skipper was steering with his elder son on deck and his younger son below tending the patient.

Shortly after this the younger son went to the heads at the forward end of the cabin and collapsed. His father stopped the engine and went below to assist him.

By 12.24 a.m. the life-boat was approaching the yacht and on closing it was seen that a member of the crew was waving his arms frantically and shouting, 'Emergency, have you a doctor on board ? There are three men trapped below, all unconscious, and one with a heart attack.' The coxswain immediately went alongside the casualty, accepting possible damage, and five crew members immediately boarded the Sinbad.

Two crew members, John M. Hughes and Gareth O. Jones, went into the main cabin where they discovered one man, the presumed heart case, unconscious in the starboard berth and one man also unconscious standing with his arm trapped in the folding door to the heads at the forward end of the main cabin. Conditions in the cabin were extremely bad with a strong smell of calor gas and petrol and the crew members had difficulty in breathing. They found it necessary to go to the hatch to get a good breath of fresh air.

Mr. Hughes put his shoulder against the door to release the casualty's arm whereupon the man collapsed on the deck with his head aft. Mr. Jones took the casualty's shoulders while Mr. Hughes took his legs and together they managed, after a considerable struggle as he was a big man, to get him up on to one of the cockpit seats where he was left in the charge of Mr. Richard Griffiths. Mr. Griffiths applied artificial respiration and shortly the casualty started to revive.

Meanwhile, Mechanic Donald M. Forrest had entered the very small forward cabin where the air was also very foul. He found that another casualty had collapsed in the heads which had folding doors forward and aft, one leading to the main cabin and the other to the forward cabin.

The man had collapsed on his side with his head in the pan blocking both doors which opened inwards. His lips were blue and he was not breathing.

Mr. Forrest managed to get one arm through the door and lifted the casualty's head by the hair. Mr. Hughes, working from the main cabin, managed to get one of his arms through the door to hold the mouthpiece of the resuscitator on the casualty's face while he worked the equipment with his other hand. After a short while this patient restarted breathing and the forward door to the heads was smashed off its hinges. Care had to be taken to avoid a spark as the crew considered the atmosphere was explosive.

After the door had been smashed down the casualty was dragged out head foremost by Mr. Forrest and handed up through the forward hatch to Mr. Gareth Jones. He was laid on the deck still unconscious but was violently sick and then showed signs of recovery. He was left in the care of Mr. Donald Drinkwater.

Mr. Forrest and Mr. Jones then entered the main cabin to see what could be done for the heart case. No clear medical advice could be obtained from shore in the time available so the coxswain decided to move the casualty in the Neil Robertson stretcher as he would probably die of asphyxiation if left. It proved extremely difficult to get the stretcher on the patient as the berth was very narrow and the space confined.

After a struggle Mr. Forrest, Mr. Jones and Mr. Hughes succeeded. Once the casualty was on the stretcher, he was brought out of the cabin and placed, still unconscious, on the fore deck of the life-boat. The casualty, who had been in the heads, was laid alongside him still barely conscious while the first man brought out was taken into the after cabin.

The life-boat turned for Holyhead leaving crew members Drinkwater and Griffiths on board the Sinbad together with the fourth member of the Sinbad's crew. On the way back to Holyhead the casualties were covered with all available blankets and oilskins, including items of clothing taken off by the crew. In addition, the life-boat crew lay around the casualties to provide a windbreak and to keep a close check on their condition.

At about 4 a.m. the life-boat arrived at Holyhead where they were met by a doctor. The casualties were transferred by ambulance to hospital where the diagnosis of all three was carbon monoxide poisoning. All three were discharged within a few days and have all made a good recovery. Subsequent examination of the boat showed a fractured exhaust pipe and there was evidently a calor gas leak as well.

After landing the casualties the life-boat returned to assist the yacht, but just off the breakwater the yacht Sinbad was found. She had been sailed back by the two crew members left on board. Then the life-boat returned to her station, reslipping at 6 a.m. when she was reported ready for service.

The Committee of Management has awarded the bronze medal of the Institution for gallantry to Motor Mechanic Forrest and crew member Gareth Owen-Jones. A bar to the bronze medal he won for the service to the m.v. Nafsiporos in 1966 has been awarded to crew member Hughes. Framed letters of appreciation signed by the former Chairman of the Institution, Admiral Sir Wilfrid Woods, G.B.E., K.C.B., D.S.O., will be sent to the other members of the crew: Coxswain Jones, Second Coxswain Francis Ward, Assistant Mechanic Thomas Wright, crew members Drinkwater and Griffiths.

No. 3 Life-boat Area CAVE SNATCH NEWS was received at 7.50 p.m. on 22nd September, 1971, that a small boat had been sighted floating close to the cliffs near Bempton.

It appeared to be unmanned. The maroons were fired five minutes later, and at 8.5 p.m. the Flamborough, Yorkshire, life-boat Friendly Forester was launched.

The weather was hazy with poor visibility, the wind being east south east force 2 or 3. A moderate swell was running. Coxswain George Pockley took the life-boat northward along the tide line in case there was a possibility of survivorsin the water. Meanwhile the Coastguard mobile vehicle had gone to the cliff top and illuminated the area with parachute flares.

At 8.20 p.m. the crew of the life-boat sighted a flashing light under the cliff at Stapple Nook.

The life-boat closed the shore and, using the loud-hailer, told the people ashore to wave their torch if they required help. This they did.

An oar was seen in the water and was picked up by the life-boat.

The coastguards then radioed that three men and a dog had set out from Filey in a boat powered by an outboard motor and towing a small pram dinghy. Two of the men had attempted to land under the cliffs in the pram dinghy but had been thrown out of the boat by the breakers under the cliff, their boat being washed away. The man remaining in the boat powered by the outboard, realising that he could not possibly get them off, returned to Filey and raised the alarm.

The coxswain, realising that the only other way of rescuing the two people and their dog from under the cliff was from the cliff top, and as the cliff was overhanging, 300ft or more high, and the edge at the top of the cliff was soft and crumbly, he told the coastguards that he was attempting to rescue these men from seaward.

He swung the life-boat to seaward and dropped anchor, veering back in a westerly direction into a narrow channel between submerged rocks. The ebb tide had now begun to run and it was difficult to hold the boat in the channel with the tide running from south to north across it. The coxswain then veered the life-boat to the southward, and the grapnel line was hove into the rocky shallows on the south side of the channel. It was held and was used to keep the boat up into the tide.

As the life-boat rose and fell in the broken water, the echo sounder showed a zero reading.

There was a swell of more than 10 feet. When the life-boat veered back as far as the shoal water would allow, the crew fired lines ashore to the two men who were sheltering in a cave entrance. The first two lines were lost, the marooned men being unable to find them in the dark. Then the crew fired the third line straight into the cave mouth. As there was no point ashore to make a block fast, a veering line was passed ashore with a breeches buoy made fast to the end, with a further veering line on the other side of the breeches buoy.

Owing to the broken water between the shore and the boat, crewman Alwyn Emmerson went ashore in the breeches buoy taking a lifejacket with him. The first survivor wearing the life-jacket was hauled out to the life-boat in the breeches buoy, the buoy and the life-jacket being then hauled ashore by Mr. Emmerson.

The second man was fitted with the life-jacket, put in the breeches buoy clasping his dog, and hauled out to the life-boat. Mr. Emmerson was then returned to the life-boat.

When all were aboard, the boat was eased ahead through the broken water, and the grapnel line let go. The boat returned to her station at 10.10 p.m.

The Committee of Management has awarded the bronze medal of the Institution for gallantry to Coxswain Pockley and accorded the thanks of the Institution inscribed on vellum to Mr. Emmerson. The other members of the crew, Second Coxswain James Major, Acting Motor Mechanic Robert Major, and crew members James Cory, John Crossland and John Major, will be presented with medal service certificates.

No. 8 Life-boat Area LIFE-BOAT HOLED BY CASUALTY A SMALL BOAT in a dangerous position off the West Hoyle Bank on 27th August, 1971, led to the Hoylake, Cheshire, life-boat Thomas Corbett being launched at 10.27 a.m.

The wind was west north west force 6, and there was a very heavy steep breaking sea to the north west of West Hoyle Bank.

The Thomas Corbett went at full speed round Hilbre Island, then through Welshman's Gut to the East Hoyle Buoy. After launching, the casualty could not be seen as she was the other side of West Hoyle Bank. By 11.25 Coxswain Harold Triggs knew that he should be able to see the casualty. He fired a parachute flare to show any survivors that help was coming.

Shortly after this the coxswain sighted a small object which later proved to be the top of the wheelhouse of the wrecked casualty.

The coxswain decided that it was essential to close the casualty as soon as possible, and turned north to pass over the West Hoyle, passing just west of the East Hoyle buoy. The sea on the bank was very steep and breaking, with the wind west north west force 6 to 7. It was necessary to cross the bank beam on to the sea as there was insufficient water to turn to a more suitable course. Even beam on with the life-boat rolling heavily she touched bottom on the bank a number of times.

By 11.35 a.m. the life-boat had reached the casualty where the two crew members were found holding on to the grab rails on top of the wheelhouse which was all that was showing of the wreck. The sea was washing over both the survivors and the wheelhouse, and the coxswain decided that there was no time to anchor and veer down to the wreck. He therefore decided to run straight in on the wreck to recover the survivors, who were not wearing life-jackets.

The coxswain approached from the south east with the wind and sea fine on his starboard bow.

When the wreck was reached the first survivor, when told, released his hold on the grab rail. His arms were caught by the crew and there was no difficulty in getting him on board. However, the second survivor was frozen to the grab rail and either would not or could not let go of the Diane.

The life-boat fell away to leeward and then circled to port for a second run in. This time the coxswain came right alongside the wheelhouse so that the crew could drag the second man from his hold. This very difficult manoeuvre was achieved at the first attempt and after the second survivor had been gripped under the arm-pits by two crew members there was little difficulty in dragging him free of the grab rail.

At this time the life-boat, which was pitching heavily, came down hard on the wreck and it was clear to the crew that she must have been holed on the starboard bow. The life-boat returned to Hilbre without difficulty although flooded.

The Committee of Management made the following awards: Coxswain Triggs the bronze medal of the Institution for gallantry. Medal service certificates will be presented to Second Coxswain Thomas Jones, Motor Mechanic Frederick Campion, Assistant Mechanic Jeffrey Kernighan, and Crew members David Dodd, Robert Beech and Norman Watson.

water covering the rocks through which Mr. Carre had to make his approach. On closing the yacht he stopped his engine and with difficulty went alongside using oars. One yachtsman jumped aboard the after end of the punt and in so doing damaged the bow rubbing piece and outboard engine, nearly swamping the punt. Mr. Carre transferred the yachtsman to the motor yacht Steptoe, newly arrived on the scene with Mr. J. Allen on board but unable to come closer than 100 yards. Mr. Carre repeated the procedure for the remaining yachtsman which in the choppy sea proved to be a severe strain on his rowing ability. An attempt later to recover the Suzanne D''Armor II at high water failed, the yacht sinking once clear of the rocks.

A private money collection of more than £100 was raised for Mr. Carre in appreciation of his deed by the population of Alderney. This was not, however, the first occasion that Mr. Charles Carre had unselfishly launched his dinghy to assist yachts in distress. His unconcern for the elements on this day are to be admired and his action in the best traditions of one seafarer to another.

The Committee of Management made the following awards: to Mr. Carre the thanks of the Institution inscribed on vellum, and to Mr. Fred Jennings and Mr. J. Allen framed letters of thanks signed by the former Chairman of the Institution, Admiral Sir Wilfrid Woods, G.B.E., K.G.B., D.S.O.

No. 5 Life-boat Area No. 6 Life-boat Area SAVED FROM LEDGE AT 2.50 p.m. on 26th September, 1971, a Mr. Charles Carre saw the 30-foot French yacht Suzanne D'Armor II aground on Brinchetais Ledge, near Fort Houmet Herbe, on the north east cost of Alderney, signalling for assistance.

The wind was south west to westerly force 5 to 6 and the sea was rough and confused.

Mr. Charles Carre and a Mr. Fred Jennings each launched their 9-foot GRP dinghies fitted with outboards from Longy Bay and made for the casualty.

The one-mile passage to Brinchetais Ledge was difficult in the wind and tide conditions and the very choppy sea. After about 15 minutes the yacht was reached. Mr. Charles Carre approached her leaving Mr. Fred Jennings inshore awaiting developments.

The yacht was in a dangerous position, being pounded on to the ledge, and there was little MEN DIVED FOR BOY AT about 7.30 p.m. on 14th March, 1971, Mr. John Hodder, a member of the Lyme Regis, Dorset, ILB crew, was working on the Cobb when he heard cries for help. As the ILB was off service for the winter months, he ran round the harbour and told the owner/skipper of the 50-foot m.f.v. Barbarella, who knew that his son was at sea with another boy hauling pots in their fishing dinghy. He immediately prepared the Barbarella for sea. At 7.40 p.m. the motor fishing vessel left harbour, with Mr. Hodder assisting the skipper, together with three other men.

The wind was north westerly force 3 to 4 with a short choppy sea outside the harbour. Continual heavy snow showers made visibility generally poor and the sea temperature was very low. The Barbarella cleared the harbour about 10 minutes after the first cries were heard, heading on a south easterly course.

About 500 yards offshore a yellow object was sighted in the beam of the searchlight whichproved to be the anorak worn by the skipper's son. The engine was stopped immediately and the boy, who obviously recognised the trawler, called out, 'Hurry, Dad! Hurry!' The trawler was still carrying a considerable amount of way and in the poor visibility the boy was disappearing into the gloom when, without hesitation, John Hodder dived over the side without a life-jacket or any form of buoyancy aid and started swimming towards the boy. He was followed within a few seconds by the boy's father but by this time the boy was out of sight.

One of the fishing boat's crew then assumed command and endeavoured to keep the light trained in the direction of the men in the water while giving instructions to another crew member, who took the helm and engine controls.

The situation was made more difficult for them as they had no knowledge, of course, whether the men in the water were separated or whether both men had reached the boy. In fact, the fishing vessel's skipper was heard calling for help and was subsequently sighted alone. The vessel then stopped to recover him and, as a result, it was estimated that about 12 minutes passed before contact was regained with Mr. Hodder and the boy and about 15 minutes before they were brought on board.

The Barbarella has a free-board of about 6 feet and it was with the greatest difficulty that they were both recovered as, by this time, the boy was unconscious and Mr. Hodder, although a powerfully built man and an exceptionally strong swimmer, was in a state of complete exhaustion. One of the crew immediately started mouth to mouth resuscitation with the boy and in view of his condition and that of Mr. Hodder, it was decided to return to harbour so that both could receive medical attention.

The fishing vessel arrived back in the harbour at about 8.15 p.m.

The Barbarella, together with another local m.f.v., Sea Soldier, owned by another member of the Lyme Regis ILB crew, returned to sea to continue the search for the second boy. The Exmouth life-boat City of Birmingham, with Coxswain Brian Rowsell at the helm, launched at 10.12 p.m. to assist in the search, which ceased temporarily at 4.20 a.m. and was restarted at 6.55 a.m. A naval helicopter from Portland also assisted from 8.30 a.m. but at 10.35 a.m. the search was abandoned and all craft returned to their respective stations.

The Committee of Management has awarded the bronze medal of the Institution for gallantry to Mr. John Hodder. Framed letters of appreciation signed by the former Chairman of the Institution, Admiral Sir Wilfrid Woods, G.B.E., K.C.B., D.s.o.,were sent to the two crew members who took command of the Barbarella when her skipper went into the sea, and the crew of the Sea Soldier and second crew of the Barbarella vFra searched for the second boy.

No. 5 Life-boat Area RIG SERVICE IN 60 KNOT GALE AROUND 1.30 p.m. on 19th October, 1971, it was learnt that the crew of the drilling rig William Allpress were in need of assistance. The rig was anchored J mile off Rustington, Sussex, and had been in this position since the previous Friday while awaiting the services of a tug to start passage to Portsmouth. However, the severe wind and sea conditions prevailing had prevented this movement and the crew had been without food or sleep for three days. All were suffering from severe sea sickness.

The Shoreham life-boat Dorothy and Philip Constant launched at 2.10 p.m. into a very heavy south westerly sea and swell. The wind was recorded by the Coastguard as 43 to 45 knots (force 9) from the south west, with frequent gusts approaching 60 knots (force 10-11).

Visibility was generally very poor with mist patches and continual heavy rain showers.

At this time the life-boat estimated her position as three miles west of Shoreham harbour entrance and about If miles offshore, making about six knots over the ground. The visibility was estimated as being down to 10 yards at sea level.

At 3.30 p.m. the life-boat asked the Coastguard for a check on the position of the rig.

The life-boat estimated that she was right on course and about one miles from the rig. This estimate proved to be extremely accurate because at 3.35 p.m. the Coastguard advised that the life-boat had been sighted by the crew of the rig about J mile away. Although at this time there was a slight improvement in the visibility, another three or four minutes passed before the rig was sighted by the life-boat at a distance estimated by Coxswain John Fox to be about half a cable.

Previously the Coastguard had passed much valuable information to the life-boat about several projections from various parts of the rig which presented hazards in going alongside but, nevertheless, the coxswain very prudently decided to circle the rig once to assess the best method of approach before attempting to take off any of the crew. The crew of the rig were told of this and were instructed to stand by wearing life-jackets.

The casualty was lying to her two forward anchors, heading roughly south, and althoughvery heavy seas were breaking over her there was a slight lee provided along her port side.

The coxswain decided to put only the starboard bow of the life-boat alongside the port quarter of the rig, as he felt sure that the life-boat would certainly be thrown against one or more of the many heavy projections if he attempted to go alongside any other part of the casualty.

From all available fenders on board, the lifeboat crew made up one large bow fender which was rigged over the starboard bow, and at the right moment the coxswain put the bow alongside and with the engines running full ahead kept the life-boat alongside long enough for four of the five rig crew members to be pulled on board by the life-boat crew on the foredeck.

The life-boat was pushed away by a heavy sea before the last man, the master, could be brought on board, but the same manoeuvre was repeated and he was brought safely on board just as a particularly heavy sea lifted the bow of the life-boat completely over and clear of the deck of the rig.

Coastguard Shoreham were advised that the crew had been taken off at 3.44 p.m. and the life-boat headed back to Shoreham with torrential rain reducing visibility to about a boat's length. Navigation was again by dead reckoning and soundings and the life-boat continually advised Shoreham of her estimated position, courses steered and times of course alterations. The shore east of Worthing was sighted briefly on one occasion but apart from this nothing was seen until the Shoreham breakwater was sighted at 5.10 p.m. when the life-boat altered course to run straight into the harbour. She reached her station five minutes later.

The Committee of Management has awarded the bronze medal of the Institution for gallantry to Coxswain Fox, and awarded the thanks of the Institution inscribed on vellum to assistant Mechanic Kenneth Everard who was acting as motor mechanic on this service, the permanent mechanic being on annual leave.

Medal service certificates will be presented to the remainder of the crew, R. Pellant, J. Silverson, K. Voice, G. Tugwell and K. Petherwick.No. 8 Life-boat Area NARROW SHAVE ON COD ROCKS PEOPLE at Tre-Arddur Bay, Anglesey, on 2nd September, 1971, saw a dinghy capsize about 50 to 100 yards south west of Cod Rocks. Maroons were fired immediately and at 4.50 p.m. the ILB was launched from Forth Diana.

Sea conditions were bad with the wind south west force 6. This wind increased fairly quickly during the afternoon causing a heavy swell in Tre-Arddur Bay. Conditions gave heavy broken water to windward of Cod Rocks and calm conditions to leeward.

The ILB left Forth Diana by the northern channel and made directly for the casualty which had been righted but had capsized again.

Both survivors were clinging to the waterlogged dinghy which was drifting rapidly towards Cod Rocks. Cod Rocks, which do not cover at high water springs, have a larger platter extending about 100 feet south west of the rocks. This platter, which dries out at low water, would cause very heavy surf under the prevailing conditions.

The dinghy was very close to this platter by the time the ILB arrived and an attempt was made to tow the dinghy clear but without success. The helmsman realised that barely sufficient time remained to pick up the dinghy crew so the survivors, who were wearing lifejackets and wet suits, were told to get clear of the dinghy. This they did.

The ILB turned and picked up the first survivor, who was nearest to the rocks, without difficulty. The ILB then turned again to recover the second survivor who by this time had been swept over the platter south west of Cod Rocks.

The approach was made as near head to sea as possible and the crewman managed to get the survivor on board. At this moment a rogue sea built up and the backwash exposed the platter astern and below the ILB, which just touched the rock with the engine causing very slight deformation of the skeg. At full throttle the ILB climbed the wave and came clear of the water at the crest. She also cleared the rocks at the same time.

There was no difficulty in returning to Forth Diana where the ILB beached at 5.5 p.m. After the survivors had been picked up their dinghy was recovered, the only damage being to the mast.

The Committee of Management has awarded the bronze medal of the Institution for gallantry to Helmsman John G. V. Burns and crewman Edmund M. O. Williams.

No. 4 Life-boat Area ILBs SAVE 26 ON 7th August, 1971, when a local yacht club was holding a regatta, comprising 126 yachts, the wind was south south west force 4 to 5.

Then, at 12.35 p.m., the whole area was suddenly hit by a heavy squall and thunderstorm.

The wind became force 8, and dense rain reduced visibility to near zero as 90 of the yachts capsized. Both Southend-on-Sea inshore lifeboats, whose crews had been standing by, were launched and on their way to the scene within one minute.

In company with the motor vessels Thameserver and Swift VI, which were already at sea, the ILBs attended casualty after casualty, their crews handling their boats with the ultimate in skill and efficiency in the now rough seas and the very poor visibility. In the space of 28 minutes they rescued 26 people, and by 1.15 p.m. were back at their stations standing by for the next squall.

In the words of the Coastguard, the ILBs did a 'superb job' in finding all the casualties, pulling survivors from the water and putting them aboard trawlers, cruisers and other vessels and landing some on shore in the very difficult conditions prevailing.

Framed letters of thanks, signed by the former Chairman of the R.N.L.I., Admiral Sir Wilfrid Woods, G.B.E., K.C.B., D.S.O., are being sent to Helmsman Duncan Clark, crewmen Clifton Warry, Harry Pavitt, and Helmsman Dennis Webb and crewman Stephen Cox.

No. 5 Life-boat Area CREWMAN SUPPORTS MAN IN SEA WHEN on 17th January, 1971, news was received that a man had fallen over the cliff about half a mile west of Anvil Point lighthouse, the Swanage, Dorset, life-boat R.L.P.

launched and made towards the scene of the casualty at 12.27 p.m.

When the life-boat arrived off Anvil Point a message was received from the Coastguard that a man had been sighted in the water driftingout to sea from near the point. Almost immediately a man was sighted close by to leeward of the life-boat, so close, in fact, that he was inside the turning circle of the life-boat. The man was floating on his back, and when he made no move to help himself when a heaving line was thrown to him, it became obvious that he was unconscious. Coxswain Ronald Hardy considered the man's only chance of survival lay with one of his crew going into the water to support him while the life-boat was turned. He was about to ask for a volunteer when crew member Alec Edmonds, in full protective clothing and life-jacket, swam to the man and provided support for about five minutes until they were both picked up by the life-boat. After the application of artificial respiration the rescued man recovered.

At this time the coxswain sighted another man on a ledge with the CRE team approaching him but, in view of the very confused sea breaking against the cliff which made it doubtful that o o the life-boat could be of any direct assistance, the coxswain decided to continue with his return to the station.

It transpired that the man sighted on the ledge was, in fact, the man for whom the lifeboat had initially launched and that the rescued man had been washed off the ledge while going to his assistance.

After landing the rescued man and crew member Edmonds at 1.10 p.m., the life-boat returned to the cliffs to stand by while the injured man was winched into a rescue helicopter.

The life-boat was rehoused at 2.40 p.m.

The Committee of Management has accorded the thanks of the Institution inscribed on vellum to Mr. Edmonds. The coxswain and remainder of the crew were sent a letter of appreciation from the Secretary of the Institution, Captain Nigel Dixon, R.N.

No. 7 Life-boat Area ILB DAMAGED BY CASUALTY A MESSAGE was received at 7.05 p.m. on 3rd October, 1971, at Mumbles, Glamorganshire, that a man was probably marooned in a boat in Mumbles Bay. While investigating this report, the Coastguard sighted red flares 13 minutes later in a position to the north west of the inshore life-boat station. Owing to the position of the casualty and the fast falling spring tide it was decided to launch the inshore life-boat.

At the inshore life-boat house the launchingconditions were bad. The wind was east by south force 6, with a strong ebb tide running and a very short steep sea. Conditions were overcast with misty rain, and darkness was setting in.

The inshore life-boat was launched at the second attempt at 7.25 p.m. The first attempt failed after the inshore life-boat had been thrown back on to the slipway by the breaking waves. Once the inshore life-boat was away Coxswain Derek Scott, B.E.M., mustered a crew for the life-boat and stood by in the life-boat house in case the inshore life-boat wanted assistance.

The Coastguard mobile unit went to the vicinity of the casualty. At 7.39 p.m. the inshore life-boat came up with the casualty which was a 20-foot cabin cruiser with three men on board.

It had been drifting in the heavy seas and hadmanaged to get its anchor to hold when about 100 yards off the sea wall at West Cross.

Weather conditions at the casualty were similar to those at the launching site, but the sea conditions were made worse by the backwash from the sea wall. The combination of the strong easterly wind with the fast ebb tide running contrary to it, and the backwash from the sea wall, produced a very vicious and unpredictable sea.

The inshore life-boat made two attempts to get alongside the casualty. Although these were successful, the crew of the casualty could not be taken off due to a canvas canopy over the cockpit of the casualty which prevented them from transferring at the side of the boat.

The inshore life-boat was then brought up against the transom of the casualty so that its crew could board over the bow of the inshore life-boat. This manoeuvre was made hazardous as the outboard motor of the casualty was in the tilted position and the propeller and skeg of this engine threatened to puncture the inshore lifeboat.

The crew of the casualty were taken off, but before the ILB could get clear, the bow compartment of the ILB was punctured by the engine of the casualty.

There was no landing place to leeward of the casualty as the beach had not uncovered and the sea was up to the sea wall. The inshore life-boat then attempted to return to her station to windward with the crew trying to maintain the shape of the bow compartment by continuous pumping.

The pumping was having little effect due to the size of the puncture and the bow gradually collapsed. As the crew could not support it, it was dragged under the boat. In this condition the boat flooded and progress could only be made to leeward.

Fortunately the inshore life-boat had made sufficient progress to windward before the bow collapsed for a landing to be made on a small section of beach at the south east end of the sea wall. Landing was difficult with the collapsed bow and the surf which was running, but was accomplished successfully at 7.55 p.m. By this time the crew were in an exhausted condition and only had strength to haul the ILB clear of the surf.

When the bow collapsed the radio stopped working. The coxswain of the life-boat was anxious about the fate of the inshore life-boat crew and drove down the shore to find out what was happening. He found the crew and survivors on the beach and, with the help of other crew members and the Coastguard, the ILB was taken back to the boat-house.

The following awards were made by the Committee of Management: the thanks of the Institution inscribed on vellum to the crew of the inshore life-boat, Alan Jones, Anthony Lewis and Peter Algie.

No. 4 Life-boat Area CHILLED SURVIVORS AFTER a white flashing light had been seen off Margate, Kent, at 12.54 a.m. on 4th October, 1971, the life-boat North Foreland was launched.

After travelling a mile and a half towards the flashing light the life-boat at 1.26 a.m. came alongside the dinghy and took a man and a woman aboard. They had been drifting helplessly for more than seven hours since their outboard engine broke down and lacked adequate means of signalling for aid.

Both survivors were very cold and the man was so chilled that his right hand clasped to the gunwale was crushed when the life-boat went alongside. The dinghy was taken in tow and brought into Margate harbour, where an ambulance awaited the injured man. The lifeboat returned to her station at 1.50 a.m..