LIFEBOAT AREA No.1 Extended Christmas WHEN the lifeboat on duty at Islay, Inner Hebrides, Scotland, launched to a coaster at 4.15 a.m. on Christmas Day, 1972, she did not return to her station until 8.30 p.m. that evening, over 16 hours later.

For this service Acting Coxswain Malcolm Mackay (see page 16) was awarded the bronze medal for gallantry.

Medal service certificates were presented to three other members of the crew: Acting Second Coxswain Alister Campbell, Acting Motor Mechanic Archibald Campbell, Acting Assistant Mechanic Andrew Swanson, and Crew Members Murdo MacDonald and Donald McGillivray.

The lifeboat launched in a force 9 gale with very rough seas and poor visibility to the coaster Raylight, of Greenock, whose engines had broken down. At first the lifeboat intended to stand by until a tug arrived, but the tug had to put into shelter because of the appalling weather conditions. A motor fishing vessel also started out to assist but she, too, had to turn back.

A German vessel then arrived on thescene and started to take the Raylight in tow, but this had to be abandoned as her screw became fouled by the hawser.

With the weather continuously deteriorating and darkness imminent, the master of the Raylight decided to abandon ship, and he and the crew of two boarded a life-raft, from which they were picked up safely by the lifeboat.

Although having been out on this rescue all Christmas Day, the crew could not completely relax as owing to weather conditions the lifeboat had to be secured at a temporary berth and they had to muster again on Boxing Day to put the lifeboat back on her own moorings.LIFEBOAT AREA No. 2 Canoes upset ST ABBS, Berwickshire, lifeboat on September 17, 1972, made a fast getaway when two canoes capsized in Coldingham Bay. The wind had been blowing from a northerly direction for several days and there was a considerable swell running on to the beach.

Coxswain James Wilson, realising the urgency of the situation due to the weather and temperature of the water, immediately ordered the assembly signal to be given. The lifeboat Jane Hay, which is a 37-foot Oakley, was launched at 5.15 p.m. in a fresh northerly breeze with a heavy swell.

Coxswain Wilson conned the lifeboat close inshore in Coldingham Bay despite the heavy swell and at 5 p.m. came up with two men luckily still clinging to their capsized canoes. The two men were rescued. One of whom was in a bad way, and the lifeboat crew applied artificial respiration. Realising that the condition of both survivors was serious, the coxswain asked for a doctor and ambulance to meet the lifeboat on her return.

The lifeboat reached her station at 5.50 p.m. and the survivor who had been artificially revived was transferred to hospital by ambulance.

Coxswain Wilson was sent a framed letter of appreciation signed by the Chairman of the Institution, Commander F. R. H. Swann, OBE, RNVR, and the remainder of the crew received letters of thanks signed by the Director and Secretary, Captain Nigel Dixon, RN.

LIFEBOAT AREA No. 5 Policeman saves two A MEMBER of the public was responsible for alerting the authorities on July 15, 1972, when two people in a capsized dinghy were reported in the sea off Castle Haven, Niton, Isle of Wight.

There was a fresh north east by easterly breeze and a moderate sea with breaking and confused seas in and around St Catherine's Race. Police Constable William J. Donovan immediately launched his 14-foot outboard dinghy and came up with the capsized sailingdinghy.

He went alongside the casualty and rescued two men who were in the water. He then attempted to take in tow the capsized dinghy but soon realised the imprudence of this and abandoned the tow. The dinghy was subsequently recovered by another boat and towed to Ventnor.

For this action a framed letter of thanks signed by the Chairman of the RNLI, Commander F. R. H. Swann, OBE, RNVR, was sent to Police Constable Donovan.LIFEBOAT AREA No.10 Trawlers aided TWO SPANISH trawlers in difficulties two miles north of Skelligs rocks—one had a rope fouling her propeller and the other had engine trouble—on November 9, 1972, led to the Valentia, Co. Kerry, lifeboat being launched.

The maroons were fired by the shore attendant at 8.55 a.m. and the Rowland Watts, a 52-foot Barnett lifeboat, left her moorings at 9.15 a.m. The wind was south west force 7 with frequent gusts up to force 9.

After Cromwell Point and the shelter afforded by the harbour were cleared, course was set for the trawlers. The sea was very rough and although on the beam of the lifeboat, the boat received a severe pounding, being constantly enveloped in sea and spray. At one stage a large sea striking the front of the wheelhouse forced the rubbers from the outside of the Kent clear-view screen out of their mountings and into the wheelhouse.

Repairs were carried out by the motor mechanic immediately Coxswain Dermot Walsh made the best progress that he could in the prevailing conditions but it proved necessary to reduce speed to prevent excessive punishment to the lifeboat.

At 10.15 a.m. the coxswain estimated that the trawlers were about three miles ahead, but as visibility was still very poor there was some doubt whether or not he would be able to find the trawlers.

A request was therefore passed to the Marine Rescue Co-ordination Centre (MRCC) at Shannon via Valentia radio asking for the assistance of an aircraft to help to find the trawlers.

As a result of this request a helicopter from the Irish Army Corps was despatched from Dublin, and shortly afterwards an RAF Nimrod from Cornwall took off bound for the area.

The lifeboat discovered that the two trawlers were lying about half mile apart.

At this stage both had warps and other gear and nets streamed over the side to reduce their drift to leeward and also to prevent them rolling too heavily.

One trawler, the Monte Izankun, had a rope wrapped irretrievably around its single propeller and the second trawler, the Costa da Isolda, had engine trouble.

Very shortly after the arrival of the lifeboat the Costa da Isolda rectified the fault in her engine and left the scene for Valentia harbour. Shortly after 12.30p.m.

a third Spanish trawler, the Mar Muinos, arrived and immediately took the Monte Izankun in tow. While this operation was going on the lifeboat continued to stand by.

At 4 p.m. the skipper of the Monte Izankun again contacted the lifeboat and asked if the trawlers could be met about one mile north west of Cromwell's Point. The skipper reported that his steering gear was jammed to port, and he wanted the lifeboat to take an additional tow line on the trawler's starboard bow to hold the trawler on course asshe passed through the relatively narrow entrance.

Coxswain Walsh agreed to this and by 4.30 p.m. a tow rope had been secured from the starboard bow of the Monte Izankun to the port bow of the lifeboat. The lifeboat took up station about 100 yards on the beam of the trawler's bow acting as a 'beam tug'. The trawler Mar Muinos in the meantime continued to tow the Monte Izankun from ahead.

The lifeboat was placed back on service again at 6 p.m.

A letter of appreciation signed by the Director and Secretary, Captain Nigel Dixon, RN, was sent to Coxswain Walsh and his crew.

LIFEBOAT AREA No. 3 Rough ride in race A SMALL BOAT was sighted off Flamborough Head, Yorkshire, on September 10, 1972, with engine broken down and crew waving. This led to the Bridlington ILB being sent as low water on a spring tide at Flamborough prevented the lifeboat from being launched.

Near Flamborough Head, the sea conditions became worse as a northerly swell, which was the relic of a northerly gale the preceding day, made itself felt.

Then in the main tidal stream off Flamborough Head the wind against the three knot spring tide produced a vicious short, steep sea with the waves averaging 10 to 12 feet high with breaking crests. The Flamborough Race extended from half a mile off-shore to three miles off-shore and about one mile from north to south under the prevailing conditions.

The position of the casualty at 11.45 was given as two miles east of Flamborough Head drifting north. At noon the ILB was sighted from the CG mobile on the head. At this stage speed had to be reduced to about 12 knots because of the sea conditions. Visibility from the ILB was poor in the rough conditions and the CG mobile directed the ILB towards the casualty using the VHF radio link.

As the ILB entered the race, speed had to be further reduced because of the severe conditions. At 12.09 p.m. the casualty was sighted from the ILB. Part of the cabin top was broken away and the crew of three were huddled in the bottom. The ILB closed the casualty and the survivors were quickly transferred to the ILB.

During this operation a great deal of water was shipped by both ILB and casualty. The casualty had a painter rigged from forward and during the transfer operation this was quickly made fast to a towing bridle in the ILB and an attempt made to tow the casualty ashore.

At 12.14 a.m. the return journey started and slow progress was made until the ILB cleared the race, when speed was increased. As the survivors were suffering from shock and exposure they were wrapped in polythene survival blankets. Two of them had lost feeling in some of their limbs and Crewman K. Bentley massaged them in an effort to restore circulation.

The casualty, a 12-foot GRP motor boat with an outboard engine, on anchoring in the tideway to fish, had found that her bows were being pulled under by the strong tide. The crew cut the anchor line and the tide carried them into the race.

Before being rescued they had been thrown on to their beam ends several times and the cabin top carried away.

At one time two of the crew had been thrown overboard.

Framed letters of appreciation signed by the Chairman of the Institution, Commander F. R. H. Swann, QBE, RNVR, were sent to the crew of the ILB, Coxswain John King and Mr. Bentley.

LIFEBOAT AREA No.1 Nine from rocks AS REPORTED on page 15, the silver medal of the RNLI was awarded to Coxswain George Leith, of the Lerwick, Shetland, lifeboat for the part he played in the rescue of nine men from the trawler Granton Osprey in hurricane force winds on December 13, 1972.

On the evening of December 13, in exceptionally bad conditions, two trawlers, the Granton Falcon and the Granton Osprey, came adrift from the offside of the breakwater at the small boat harbour at Lerwick. Both boats drifted across the harbour and went aground on Bressay Island. The Granton Falcon managed to refloat herself and clear the danger area but the Granton Osprey remained hard aground.

At 6.40 p.m. the Lerwick reserve lifeboat was called out under the command of Coxswain Leith. The sea was very rough, very short and very steep. Wind was force 10-11, gusting 12, and it was heavily overcast with frequent heavy rain squalls. By 6.58 p.m. the lifeboat hove to off the casualty to assess the situation after a short but extremely unpleasant passage, during which the lifeboat buffeted by heavy water spray driven by a wind which touched force 12.

The Granton Osprey was by now hard aground on the Bressay shoreline midway between Gardie and Maryfield piers. Although she had grounded headon she had now swung to port and was continued on page 38heading about 160° port side to the shore.

The seas were breaking over the trawler and at times solid water was breaking over the wheelhouse.

The trawler's skipper requested a line so that the trawler could be towed off.

but this was obviously impracticable in the conditions. The skipper then reported that he was shipping water in the engine room and asked that the crew should all be taken off.

To the north and south of the casualty were shoal and rocks. Coxswain Leith was forced to discard his initial intention of veering down on the trawler and using the breeches buoy because of the need for speed.

He decided to take the lifeboat alongside and managed to bring his port bow in contact just forward of the Granton Osprey's starboard counter. The weight of wind and sea forced the lifeboat bodily further aft and there was serious danger of the lifeboat being forced under the Granton Osprey's counter and on to the rocks. Coxswain Leith managed, however, to disengage by going full astern to clear these dangers.

But three survivors had already been taken aboard.

Once clear the coxswain decided to make another approach, this time from the south. Taking the lifeboat in a wide sweep he approached the casualty, coming up with her with his starboard bow amidships. It was only with constant and skilful use of the engines that the lifeboat was held in this position although the fury of the wind and sea swung the lifeboat alongside the trawler.

All this time the lifeboat was also being swept by heavy water: waves were breaking over the wheelhouse and spending themselves right across the casualty.

Eye-witness reports confirm that at times the lifeboat was 'completely hidden from view by solid water.' Working under these conditions was extremely hazardous, andit took great skill to hold the lifeboat alongside long enough for the remaining six men to be taken off, but once this had been achieved the lifeboat worked her way clear of the Granton Osprey by 7.09 p.m. and returned to her berth by 7.22 p.m. Of the nine survivors, apart from a sprained ankle, none was the worse for his experiences.

This spell of weather in which violent storms and hurricane conditions were experienced was one of the worst within living memory. The conditions at the position of the GrantonOspreywereatrocious, and seas were even breaking right across the breakwater at the harbour, which is in a much more sheltered position. Those who witnessed the rescue had nothing but praise for the skill and courage of Coxswain Leith and his crew.

Second Coxswain P. Leith, Motor Mechanic H. Clark, Assistant Motor Mechanic J. Mowat, and Crew Members J. W. T. Smith, I. Fraser, T. Nicholsonand A. Leask received the thanks of the Institution inscribed on vellum.

LIFEBOAT AREA No. 7 Fire rescue WHEN THE Ministry of Defence range finder m.v. Dolwen was reported on fire nine miles out on December 8, 1972, the Fishguard, Pembrokeshire, lifeboat was alerted.

At 4.37 p.m. the Howard Marryat, a 46-foot Watson, was launched in a gale force southerly wind and a rough sea.

She found the casualty fiercely ablaze from stem to stern. The crew of seven, having abandoned ship in an inflatable life raft, were taken aboard the lifeboat and brought into Fishguard, with the inflatable raft and the Dolwen's dinghy in tow.

The lifeboat returned to her station at 7. p.m. Later a tug went out and towed the burnt-out hulk of the casualty into Milford Haven.

Letters of appreciation for the prompt and efficient response and action by the lifeboat crew were received from the managers of the Dolwen and from the Superintendent of Ranges, Ministry of Defence.

LIFEBOAT ARE A No. 3 Took line to survivor MR DOUGLAS GiBBiN of the Hartlepool Co. Durham, inshore lifeboat, as reported on page 16, was awarded the bronze medal of the RNLI for the part he played in saving the life of a 16-year-oldboy from drowning.

The Hartlepool ILB, one of the new Atlantic 21 class, was launched at 1.40 p.m. on October 1, 1972, following a report that a sailing dinghy was in trouble by the breakwater at North Gare.

The wind was south easterly force 4 to 5 with a short choppy sea and a heavy south easterly swell.

Once the ILB had cleared the harbour, Helmsman Michael O'Connor saw a group of people gathered on the breakwater.

Heading towards them he found a small capsized sailing dinghy being washed against the breakwater. Two people were seen clinging to the dinghy.

On the first run in, the ILB was prevented from approaching nearer than 25 yards to the dinghy as the sea was very confused and there was a heavy backwash.

On the second attempt the ILB closed with the dinghy but the helmsman was forced to turn away at the last minute because of the seas.

As he did so Mr Gibbin, who was wearing a wet suit under his protective clothing and lifejacket, took a line and jumped into the water, making for the nearest survivor. Just at that moment the port engine cut out and the helmsman had to take the ILB into calmer seas. Mr Gibbin, who by this time had reached the survivor, was forced to let go his line to prevent being dragged away.

Turning back again on one engine only, the third crew member, Mr Ian Holdsworth, threw a line to Mr Gibbin, who caught hold, and while still supporting the survivor was dragged back towards the ILB. As Mr Holdsworth managed to drag the survivor aboard, the other engine cut out and the ILB was thrown against the breakwater leaving Mr Gibbin still in the water.

Fortunately Mr Holdsworth managed to get the starboard engine restarted immediately and the ILB turned to pick up Mr Gibbin, who had managed to swim away from the breakwater. The second survivor had in the meantime been pulled up on to the breakwater by members of the local fire brigade.

By this time the survivor aboard the ILB had become unconscious through exposure and exhaustion, and the ILB radioed for an ambulance to stand by at Hartlepool which was reached at 3.30 p.m. It was later found that a rope had fouled the port propeller.

It was considered that Mr Gibbin showed considerable courage in going into the water and that his action undoubtedly saved a life. Mr O'Connor handled the ILB in a seamanlike manner in difficult conditions. By restarting the starboard engine at a critical moment Mr Holdsworth had contributed to the success of the service.

Mr O'Connor and Mr Holdsworth received the thanks of the Institution inscribed on vellum. At the same time a letter of appreciation signed by the Director of the Institution was sent to the Chief Fire Officer, Hartlepool..