FOUR BOATS AND CREWS SAVED IN deteriorating weather conditions on 8th November, 1971, the 70-foot steel life-boat Grace Paterson Ritchie, stationed at Kirkwall, Orkney, went to the aid of the Danish fishing vessel Clupea which had broken adrift and was aground to the east of Kirkwall pier. Other Danish fishing vessels also broke away and in the end the life-boat also saved the Rosslau, the Anne Stranne, the Kami and a total of 20 fishermen.

The crew of the life-boat assembled by 7.50 a.m. The wind was north, force 10, gusting 12. A very rough sea with a heavy swell was running, and conditions in the harbour near the casualty were exceptionally bad. The pier was awash and, in addition, other Danish fishing boats were pitching alongside in a dangerous manner.

Kirkwall Coastguard and G.R.G. were on the scene and, shortly after the arrival of the lifeboat, a second fishing boat, the Kami, broke adrift. Coastguards using the whips of their breeches buoy equipment succeeded in hauling headropes from the stranded vessels to the pier.

In this way they prevented the vessels from being driven further ashore.

Coxswain R. H. Dennison at first considered that the coastguard would be able to effect the rescue of the stranded crews and kept his crew on stand-by at the pier. However, with the worsening conditions, the life-boat left harbour at 9 a.m. with the initial intention of towing the remaining two moored vessels clear of the pier to a safe position, thus ensuring a clear run for the rescue equipment to the two stranded boats.

In order to overcome language difficulties a Danish seaman was taken aboard the life-boat to act as interpreter. At 9.30 a.m. the life-boatanchored to windward of the Rosslau and floated a messenger rope down. This was retrieved by the crew of the St. Magnus who passed it to the Rosslau. The life-boat's tow rope was then secured to the Rosslau. At this point the casualty cast off from the pier, was towed clear, and hove-to ready to be of assistance to the life-boat.

Staff Coxswain Dcnnison then recovered his hawser and other gear and rcanchored the lifeboat in order to carry out a similar operation with the Anne Stranne. The quay was now clearer, and having ensured that all those remaining on the pier had taken cover, the lifeboat crew fired a rocket line. This line was picked up by the coastguard who in turn passed it to the Anne Stranne.

During the operation of towing the Rosslau clear the moorings of the second vessel parted and she found difficulty in holding her position.

The life-boat's messenger rope and then the tow rope were taken aboard. At 10.50 a.m. the Anne Stranne was towed clear of the pier.

By this time practically all Coastguard equipment was in use holding the stranded vessels from driving further ashore. The lifeboat coxswain decided that the safest method of effecting the rescue of the crews was to tow the boats clear. With the life-boat anchored once again, Staff Coxswain Dennison veered cable until the end of his tow rope could be secured to the end of the line holding the Clupea to the quay. At 11.42 a.m. the Coastguard reported that the connection had been made and the lifeboat started to tow her clear. However, the casualty had no power at all and her steering was damaged. Once clear the Rosslau, which had earlier been pulled to safety, took over the tow to enable the life-boat to assist the Kami.

Staff Coxswain Dennison once again anchored the life-boat and, firing another rocket to the pier, passed his messenger rope and tow line to the Kami. By 12.53 p.m. the Kami was in a position to proceed under her own power.

The four fishing boats were then advised totake shelter at Shapinsay and this they readily agreed to. Once the towing gear had been recovered and stowed the Grace Paterson Ritchie, which is a Clyde class life-boat, returned to Kirkwall, securing alongside at 1.40 p.m.

Although it may be considered that the crews of the four fishing boats could possibly have been taken off from the shore, it would only have been achieved with the utmost difficulty and at a risk of injury and possible loss of life.

The following official observations were made about the service: 'The action taken by Staff Coxswain Dennison and his crew is to be commended.

The highest praise for his seamanship and skill has been voiced by the skippers of the vessels concerned, the Danish authorities, H.M.

Coastguard and all who witnessed the incidents.

Not only did he ensure the safety of 20 lives without loss or injury, but almost certainly prevented the two stranded vessels from becoming total losses and the other two vessels sustaining considerable structural damage.

'This view was shared by the underwriters of the vessels. In their opinion, the life-boat prevented in excess of £100,000 worth of damage and they made a voluntary payment to the funds of the Institution and a further payment to the crew of the life-boat. No salvage claim was made.' For this service Staff Coxswain Dcnnison has been awarded the Institution's bronze medal, and the remainder of the crew medal service certificates.YACHT TOWED TO SAFETY AT 4.45 p.m. on 20th November, 1971, information was received that the yacht Solstice was firing red flares in a position four miles west of Les Hanois light, Guernsey, C.I. Fifteen minutes later the St. Peter Port life-boat, The Princess Royal (Civil Service , o. 7"), a 46-foot Watson type, on temporary duty at the station, was launched.

The wind was south south west, force 7, with a very rough sea and heavy swell. After a passage of 16 miles to the south of Guernsey, the casualty was found at 7.37 p.m. five miles north west of Les Hanois light. The Solstice was hove-to under deeply reefed mainsail and storm jib, rolling and pitching heavily, with her engine broken down. A French trawler, the Mimi et Charlotte, was standing by but found it impossible to pass a tow line.

The yacht crew, being caught on a lee shorewith the forecast shift of wind to the north west, were prompted to fire flares. By then the wind was west south west, force 9, gusting 10, with a very rough sea and a very heavy swell.

The weather was overcast and squally with poor visibility.

Coxswain John H. Petit, aboard the life-boat, wasted no time in passing a tow line to the yacht and set course for St. Peter Port via the north passage in an endeavour to find a lee.

The life-boat, with the Solstice in tow, reached her station at 10.50 p.m.

For this arduous service Coxswain Petit has received the thanks of the Institution inscribed on vellum, and framed letters of appreciation have been sent to Acting 2nd Coxswain John W. Le Page, Motor Mechanic Eric C. Pattimore, Assistant Mechanic Robert L. Vowles, Acting Bowman A. W. Ogier, and Crew Reuben Martel, Lloyd de Mouilpied and John H.

Robilliard.

No. 6 Life-boat Area DOCTOR'S BOLD JUMP MR. D. j. REEVES, the staff coxswain of the Clovelly, North Devon, life-boat Charles H.

Barrett (Civil Service No. 35), a 70-foot steel boat, was told by Hartland Coastguard on 7th November, 1971, that a man was seriously injured abord the German m.v. Embdena. At 6 o'clock Dr. D. Mackenzie was contacted, and within half an hour was with the life-boat when she sailed to meet the Embdena.

The wind was west south west, force 8, with a rough sea and a heavy westerly swell. There were heavy rain showers and visibility was poor.

After a passage lasting three and a half hours against a rough sea and a flood tide the casualty was found at 10 p.m. 25 miles west of Hartland Point. Fifteen minutes later the German lay hove to, rolling and pitching heavily.

Despite the fact that both vessels were pitching and rolling, the life-boat approached the Embdena's starboard side, and with the assistance of a headrope and engines Coxswain Reeves brought her alongside the casualty, allowing Dr. Mackenzie to jump aboard.

The transfer of the doctor was not without its dangers. He managed, however, to jump from the life-boat rail clear of the ship's bulwark, to land on all fours on her deck, while the life-boat ranged 15 feet alongside.

It was then found that the injured man had died. Due to the heavy sea conditions the doctor did not re-embark in the life-boat until both vessels were in the lee of Lundy Island some 20 miles to the north east. Finally, at 1.30 a.m.

346 on 8th November, Dr. Mackenzie returned to the life-boat. Clovelly was reached at 8 o'clock.

Dr. Mackenzie has been accorded the thanks of the Institution inscribed on vellum for this service.

No. 8 Life-boat Area TUG SAVED RHYL, Flintshire, life-boat was told on 28th June, 1971, that a vessel was in difficulties off Llandulas and in danger of being washed ashore.

The life-boat Har Lil was launched at 12.35 p.m.

in a strong west north westerly wind and a rough sea.

She made for Llandulas and found the fishing vessel Dunaine attempting to take the tug Carmel Head of Holyhead, which had only one man on board, in tow as her engine had broken down.

The life-boat passed a line to the Carmel Head and assisted with the tow towards Rhyl. While they were approaching Rhyl harbour the fishing vessel's engine failed and she dropped the tow.

The life-boat coxswain, after putting two men aboard the Dunaine, decided that there was insufficient water for them to enter Rhyl and set a course for Mostyn.

The Dunaine, whose engine had been restarted, came up with the life-boat and assisted with the tow but her engine failed again so she dropped the tow and followed the life-boat and tug to Mostyn. When both vessels were safely berthed the life-boat returned to her station, arriving at 7 o'clock. One of the tug's crew, who had jumped overboard to secure a line to a buoy to hold the tug pending the arrival of the lifeboat, later swam ashore and landed safely.

No. 1 Life-boat Area NIGHT SEARCH THE life-boat at Buckie, BanfFshire, was launched on 8th August, 1971, because the 20-foot motor ketch Lillian, which had left Findochty at 3 p.m.

for Hopeman, had not arrived at her destination.

There was only one man on board and his relatives were anxious for his safety. The Lillian had neither navigation lights nor torch. She had last been reported about two miles offshore to the west of Portgordon.

The life-boat Laura Moncur slipped her moorings at 11.5 p.m. She went along the coastline towards Lossiemouth and fired two parachute flares but sighted nothing. She then steamed in an easterly direction about four tofive miles offshore to a position off Scar Nose Head. Fishing boats in the area reported that they had seen no sign of the boat. The life-boat turned and continued towards Spey Bay and Lossiemouth.

The Coastguard were searching along the shore and told the life-boat that a helicopter would join the search at day break. A boat was reported to have been seen a mile off Scar Nose Head, but this turned out to be a lobster boat.

Then a vessel was reported in the vicinity of West Mucks. The Laura Moncur investigated and found the Lillian midway between the West Mucks and Mid Mucks reef. She closed the vessel, retrieved the anchor and passed a tow line. Then she towed the Lillian, whose engines had broken down, to Buckie harbour, returning to her station at 6.45 a.m., 9th August..