LIFEBOAT AREA No.10 Boy on rocks FOUR MEMBERS of the 1LB crew were working at Tramore pier, Co. Waterford, close by the boathouse at 7 p.m. on June 28, 1973, when a youth came up, greatly agitated, to tell them that a boy had been trapped on a small rock islet about five yards off shore in Ronan's Bay to the west of Great Newtown Head, some two miles from the lifeboat station.

A launch was authorised, maroons were fired and the ILB, manned by Mr Frank Partridge, Mr David Kenneally and Mr Sean Walsh, was launched within five minutes. Visibility was very good, but with a force 6, south-westerly wind, gusting 7, and the tide at half flood a heavy sea and swell had built up in the vicinity of Great Newtown Head, so that the passage had to be made at reduced speed.

The ILB arrived near the islet within ten minutes to find the boy as close tothe water as he could get on the eastern side, with the breaking sea and backwash from the swell as it passed submerging him from the waist down.

Although the rocks on the mainland cliff were only about five yards away, the sea had built up to such a degree and was 'funnelling' down the small sound between the islet and mainland so violently that it would have been quite impossible for the boy to swim ashore.

Mr Frank Partridge, who was at the helm, decided to approach the islet from the north east, hoping by heading directly into the sea to get some lee from the islet. He ordered the two other crew members to get well forward so that, when the moment came, they could easily grab for the outstretched arm of the stranded boy and haul him aboard.

A very careful watch had to be kept on the sea, which was breaking through the narrow sound very violently at times, the conditions aggravated by the backwash on the lee side of the islet.

At the first approach the coxswain was carefully nursing the ILB throttle, trying to judge the moment to go alongside the islet between seas, when, within a few feet of the boy's position, the ILB was thrown clear by a large sea.

The boat was immediately turned, taken back to relatively calmer water and then brought in again on the same course, but with no better result.

On the third attempt, the helmsman used a little more throttle, timing his approach between breaking seas. As the ILB came close to the boy, the bow was swung to port, the boat held momentarily in position by quick use of stern power and the boy hauled aboard by Mr David Kennealiy just before another large sea literally threw the ILB back into open water clear of the islet.The boy, who had been stranded on the rock for two hours and was suffering from slight exposure and shock, was made as comfortable as possible and the ILB returned to Tramore harbour within five minutes.

For this rescue the thanks of the Institution inscribed on vellum have been awarded to Helmsman Frank Partridge, Mr Kenneally and Mr Walsh.

LIFEBOAT AREA No. 7 Tanker aground A MESSAGE came to the Angle (Pembrokeshire) honorary secretary from St Anne's Head Coastguard at 9.8 p.m.

on August 5, 1973, to say that the oil tanker Dona Marika had run aground on Wooltack Point, Lindsway Bay, and required assistance. Maroons were fired and the lifeboat, Richard Vernon and Mary Garforlh of Leeds, which is a 46' Watson boat, was launched at 9.35.

The wind was blowing force 10 from the south south west creating a rough sea and heavy swell. Visibility was about one mile.

The lifeboat covered the short distance down the Haven in 19 minutes, arriving off Dona Marika at 9.54. A few craft were standing off the tanker which, illuminated by her own lights, could be seen to be rolling heavily, with seas breaking over decks and superstructures.

The Coastguard reported that she was carrying high octane spirit and warned against firing rockets. She had dragged from an anchorage in Dale Roads into Lindsway Bay and was aground, her bows pointing west, on Wooltack Point.

Having assessed the situation from a distance, Coxswain Reece Holmes advised the Coastguard that he was going to approach the tanker to get a closer look. The Coastguard requested the lifeboat to close at all costs and take the crew off because there was risk of explosion, and a message was passed from the lifeboat to Dona Marika via the Coastguard to rig a ladder on the port side amidships and have the crew ready to disembark.

An approach was made from a westerly direction and the coxswain managed to put the lifeboat alongside a ladder hanging from the amidships bulwark. The crew mustered by the ladder refused to leave the tanker and beckoned the boat to come in on the lee side. This would have been impossible due to the lack of water. Lindsway Bay was open to the storm force wind making the sea very rough and confused, and a heavy swell was smashing against the ship's side. Water could be seen breaking through the wheelhouse as the tanker rolled heavily.

So as not to alarm his crew Coxswain Holmes switched off the echo sounder when it showed less than one foot in the trough as he kept station alongside.It was thought the lifeboat was rising and falling about 20'.

Altogether the lifeboat made seven approaches alongside the stricken ship, two from the west and five from the east, but on each occasion the crew refused to leave. The coxswain of a Haven Conservancy launch later reported that he thought the lifeboat had foundered because he lost sight of the masthead blue flashing light as the boat rose and fell in the heavy swell alongside the tanker.

Since the crew refused to board the lifeboat the coxswain stood off ready to go in alongside should an attempt be made to abandon ship on the seaward side. It was later requested to set up a breeches buoy without using a rocket line, but the coxswain thought under the circumstances it would have been impracticable.

Four and a half hours after high water, at 4.15 a.m. on August 6, the conditions improved sufficiently to enable a rescue attempt to be made from the shore.

Fifteen minutes later two members of the Coastguard Cliff Rescue Crew were making their way to the stern of the tanker, and the lifeboat and Conservancy launch were requested to illuminate the area with searchlights. The crew started to leave Dona Marika at 5.15 and by 6 o'clock the last man was safely ashore.

The lifeboat returned to station, rehoused and was ready for service at 7 o'clock, having spent nine hours and 25 minutes afloat. The coxswain reported that throughout the service the boat behaved well and all equipment functioned satisfactorily. The only damage was to the belting and bow fender support, and proved to be superficial.

Ingoing alongside the tanker thecoxswain and crew were aware of the degree of danger that existed. Because of the grave risk of explosion the nearby village of St Ishmael's was evacuated. A bronze medal was awarded to Coxswain Holmes and medal service certificates to Second Coxswain G. Edwards, Assistant Motor Mechanic M. Eynon and Crew members T. Stewart, R. Callaghan and W. Watkins.

LIFEBOAT AREA No. 5 Rough tow A RED ROCKET sighted by Shoreham Coastguard, Sussex, eight miles due south of Littlehampton at 2.58 a.m. on the morning of August 5, 1973, led to the launching a quarter of an hour later of the lifeboat Dorothy and Philip Constant, which is a 42' Watson boat.

There was a south west gale force 8 to 9 blowing and a rough sea combined with rain and occasional squalls.

Having cleared the harbour mouth the lifeboat set course south west, making good a speed of 7 knots. At 4.20 parachute flares were fired which were answered by a red flare one and a halfmiles to the north. Ten minutes later another parachute flare was fired, answered by two red flares to the south.

Visbility was down to about 600 yards.

At 4.55 the lifeboat came close to the 30' yacht Albin Ballad, which was broached to under bare poles with sails flapping in the water and waves of 25' breaking over her. The wind was now south west severe gale 9. The three men aboard were seasick and completely exhausted, so two of the lifeboat crew, Mr K. Everard and Mr G. Tugwell, volunteered to board the yacht.

Coxswain John Fox approached from the north west, put the starboard bow of the lifeboat on to the port side of the yacht amidships, and the boarding party managed to scramble aboard as the two vessels rolled together and a tow was passed. A major factor in the decision to tow Albin Ballad was the problem of moving the exhausted crew in the prevailing weather conditions.

The lifeboat was only able to make 4 knots to the north east and at times her crew could not see the yacht. Ten minutes later, during an extremely squally period, the tow parted. The lifeboat manoeuvred into position and a second tow was passed.

When about two miles from the harbour the yacht over-ran the tow rope, riding down into the trough of a large wave and causing the bight of the tow to foul the keel and rudder of the yacht. But Coxswain Fox swung the lifeboat around and, by careful manoeuvering and expert seamanship, was able to clear the tow. The boarding party then rigged a drogue, using a sail bag, to hold the yacht back.

As Shoreham harbour was approached the severe gale from the south west was blowing over the ebbing tide close to low water. The sea at the harbour mouth was very confused and there was little water over the bar. Coxswain Fox, after taking time to appraise the situation and having ensured that the yacht's sail drogue was effective, decided to approach from the south east. At 7.25 Dorothy and Philip Constant entered harbour with Albin Ballad safely in tow.

A bar to his bronze medal has been awarded to Coxswain John Fox, the thanks of the Institution inscribed on vellum to Mr K. Everard and Mr G.

Tugwell and medal service certificates to the remainder of the crew, Mr K.

Voice, Mr J. Silverson, Mr K.

Petherwick and Mr M. Fox.LIFEBOAT AREA No. 5 Canoes in trouble FOR ACTION which, in the judgement of the Divisional Inspector of Lifeboats, could in no way be faulted, when, on May 16, 1973, a group of 15-year-old trainee canoeists were caught off the south of the Isle of Wight in rough sea and a force 6, rising, wind, Mr Simon Ryley, Assistant Instructor at Calshot Activities Centre, has received the thanks of the Institution inscribed on vellum.

Mr Ryley, who is I8J, was in company with the trainee canoeists under a senior instructor off Whale Chine when, at 4 p.m., two boys' boats capsized. The wind was easterly, force 6 to 7, and the tide ebbing, causing a rough sea in the St Catherine Point overfall area.

Mr Ryley helped one boy to right his canoe and then helped the second boy so that he was able to return to the shore accompanied by the senior instructor.

Returning to the first canoeist, Mr Ryley took him in tow but when unable to make headway, 'rafted up' and lit a red flare. With considerable presence of mind he noted the position of the rest of the 15-year-old canoeists.

After 20 minutes' holding the canoes head to wind, he sighted the rescue helicopter and lit more flares when he considered the pilot was in a position to sight them. When the helicopter swimmer was lowered, Mr Ryley assured him that he and the boy were temporarily safe, and directed the helicopter to three more canoeists. One boy was rescued by the helicopter before returning to relieve Ryley of the boy in his care.

The tide was now flooding and the wind gusting to force 8, causing 10' seas, and although Mr Ryley was nearly two miles off shore and could see the St Catherine Race, he assured the helicopter crew that he could look after himself while they continued the search.

He then made for the shore.

Mr Ryley found another boy in the water wearing a life jacket and holding a paddle. He had been in the water for nearly an hour, looked very white and was obviously a potential exposure case.

Mr Ryley once more acted correctly, making the boy hold the bow handgrip on his canoe and forcing the boy to talk to him until the helicopter returned to pick up this suvivor.

Having again refused assistance, Mr Ryley landed at Blackgang Chine where he emptied out his canoe and immediately put to sea again, paddling along the shoreline until he found someone to inform that there was still one boy missing. He continued to search himself, finally landing at Atherfield Ledge, some two miles farther westward.

The Divisional Inspector of Lifeboats reported that the actions of this young leader were of the highest order throughout and that his coolness,presence of mind under severe conditions, tenacity and responsibility are an example to all. He was operating for two-and-a-half hours in conditions that are considered canoeable only by the most highly skilled—and then only in extreme emergency.

LIFEBOAT AREA No. 7 ILB Dash TWO TEENAGE girls brought word to Rhossili Coastguard Station, at 6 p.m.

on July 2, 1973, that four of their friends were stranded on Worms Head.

A member of the Coastguard drove straight to the beach in a Land-Rover and sighted four people attempting to swim to the mainland. The wind was north west force 3 and the sea was slight, but it was two hours to high water springs with a very strong flood tide running south east through the Sound.

A message was passed to Horton and Port Eynon, Glamorganshire, lifeboat station and by 6.20 the ILB with a crew of three, Mr Walter Groves (in command), Mr John McNulty and Mr Charles Twitchett, was heading for the spot at full speed.

Having cleared Port Eynon Point the boat was kept very close inshore hugging the back of the breakers to avoid the adverse tide. The usual course to Worms Sound would have taken the ILB further off shore, but it was realised how important it was to reach the swimmers as soon as possible since their chances of reaching the mainland under such conditions were slight.

At about the time the ILB launched the four swimmers were seen to be struggling in broken water and becoming separated from one another. The Rhossili Coastguard called out the cliff rescue crew and asked for helicopter assistance.

On arrival at the southern entrance to the Sound at 6.30, Mr Twitchett sighted a man in the water being swept towards the boat by the strong flood tide. He was hauled aboard and told the crew that there were two swimmers to seaward. A search was immediately started to the southward. A radiomessage from the Coastguard advised that casualties were to port of the ILB, and course was altered to the cast. After travelling for about 500 yards a man supporting a girl was sighted ahead, 200 yards off shore in confused sea caused by heavy surf breaking over rocks.

As the ILB came alongside these two people a wave forced it away and Mr McNulty and Mr Twitchctt leapt into the water and assisted them to the boat.

The girl, later identified as Miss Ann Pewsey, aged 20, appeared to be in a lifeless state. She was hauled into the boat and given artificial respiration to which she responded, but her general condition was poor.

The man was assisted aboard by the two crew members who were still in the water hanging on to the grablines. After the crewmen had reboarded, it was decided the young woman should be landed and got to hospital without delay, so the boat was headed back to a position off the shore opposite to where the Coastguard Land-Rover was parked.

The foreshore between Rhossili Point and the western end of Mewslade Bay is covered by jagged rocks affording virtually no facilities for landing. To attempt such an operation in the heavy surf running over the rocks was highly dangerous. However, Helmsman Groves thought it right to land and decided to beach in a narrow pebble gulley barred by a rock which showed in the trough of the waves. It was a calculated risk, but Mr Groves was not aware that helicopter assistance was close at hand and he was extremely anxious about the condition of the woman survivor.

Having studied the approach for a short while he radioed his intention to land to the Coastguard, who instructed men to take station in the gulley.

Positioning the ILB on the back of a large breaker Mr Groves then brought her in at three-quarter throttle, feeling the engine skeg hitting the rock as the boat was lifted over. Once clear, speed was increased to maintain position on the wave and the boat landed safely in the gulley and was dragged clear of the water by the shore helpers. The time was now 6.45, 15 minutes after arriving in the area.

During the approach to the beach the SAR helicopter was sighted but, the ILB being committed to land, it would have been even more dangerous to change the intended action.

The male survivors were helped ashore into the cars of the Coastguard, and the young woman together with a fourth man rescued by rocket line were winched up into the helicopter and taken to hospital.

The ILB was examined for damage and the engine skeg and propeller were found to be bent but serviceable.

With the aid of coastguards the boat was relaunched into the surf and a zigzag course was taken from the gulley to avoid the rock obstructing the entrance. When about 100 yards off thebeach, having cleared several large breaking waves, the boat encountered what has been described as a solid wall of water 18' high. The crew were told to get forward and hang on as the boat rose almost vertical, and the helmsman lost sight of them as the wave enveloped the boat, filling it to the height of the transom.

As the ILB broke through the wave the engine was throttled back in preparation for the rapid descent into the trough and stalled. Oars were used to pull the boat into calmer water where the engine was checked over and sparking plugs changed (it was thought the engine failed because petrol flowed from the carburettor and flooded the plugs while the boat was in a vertical position).

At 6.50 the engine was restarted, the water drained from the boat and course set for Port Eynon Point. The boat was rehoused and ready for service at 7.26.

A bronze medal was awarded to Helmsman Groves, and the thanks of the Institution inscribed on vellum to Mr McNulty and Mr Twitchett.

LIFEBOAT AREA No. 2 Trial of patience A MESSAGE from the 1,100-ton coastal tanker Olga, on passage from Liverpool to Bergen, stating she was aground on Bhride Island and that the crew of 10 aboard required assistance, was intercepted by Portpatrick radio station at 9.37 p.m. on May 27, 1973. It led to the launching of the Islay (Inner Hebrides) lifeboat within half an hour. MV Whithorn, engaged on survey work in the area, advised the Coastguard that she would stand by Olga until the lifeboat arrived.

The lifeboat, a relief 46' Watson, Mabel Marion Thompson, set a southeasterly course from Port Askaig towards the stricken tanker some 14 miles away. The weather was overcast with a south-south-westerly wind force 5, moderate sea and swell. Visibility was two miles.

Just before midnight the crew of the lifeboat, abeam of Chiurn Island with three and a half miles further to steam, sighted Olga's deck lights, and at 12.27 a.m. on March 28, Acting Coxswain Malcolm MacKay conned the lifeboat alongside Olga's starboard quarter. Three of her crew jumped aboard the lifeboat, but the remainder said they wished to remain aboard.

At 12.42 a.m. the coxswain cleared Olga, and in doing so slightly damaged 2' of belting in way of the starboard side.

By now the wind had risen to force 6, with the tide setting north at 4 knots.

Olga developed a starboard list, but her captain was sure there was no immediate danger and insisted on remaining aboard. Coxswain MacKay decided, in view of the worsening weather, to lay off the casualty and stand by until the arrival of the salvage tug Warrior, which was due at 10 o'clock.

After only a few hours in the lifeboat the three survivors aboard were insistent that they should be put ashore as soon as possible, and therefore, after a discussion on VHP with the honorary secretary, it was agreed that at daylight the lifeboat would steam the five and a half miles to Ardbeg Pier and land these men.

At 6.40 the lifeboat set course for Ardbeg and at 7.15 landed the three survivors at the pier, returning to stand by the casualty by 9.10. At 10.40 the salvage tug Warrior passed Port Askaig bound for the casualty, which she reached shortly after 11 o'clock. As the tug had no echo sounder her master requested the lifeboat to lead her in to Olga, which she did. Warrior spent the next hour and a half unsuccessfully attempting to tow the casualty clear, but, after two towing hawsers had parted, at 1.05 p.m. she fouled her own screw with a hawser and by 1.50 it was decided no further salvage attempts would be made that day.

In view of these developments Coxswain MacKay again closed Olga but the master and remaining crew still refused to leave their vessel, asking that the lifeboat should stand by. The honorary secretary considered that as the crew refused to abandon ship, and bearing in mind the time already elapsed since launching the lifeboat, she should sail the eight miles to Port Ellen to allow for some of the crew to change over, for the remainder to have a hot meal and to re-fuel the boat. The lifeboat therefore steamed to Port Ellen but by 5.50 had returned to stand by Olga once again.

At 10.4 the honorary secretary grew concerned about the lifeboat standing by all night with little prospect of performing a lifesaving mission and, fully aware that the Coastguard had the stricken vessel under continuous visual surveillance, he conferred by telephone with the Staff Inspector (Scotland) and it was agreed that the lifeboat should be withdrawn to stand by at Port Ellen, one hour's steaming away.

Coxswain MacKay was instructed to sail to Port Ellen, which he did, arriving at 2.10 a.m. on March 29. At 7 o'clock, after discussion between the Coastguard rescue HQ and the honorary secretary, it was decided the lifeboat should return to Port Askaig and await developments.

By 12.15 p.m. she had berthed alongside and been re-fuelled, and Coxswain MacKay, Acting Mechanic Archibald Campbell, Assistant, Mechanic Lamont Campbell, Deck Hands Andrew Swanson and Murdo Macdonald stood down for a rest, having been on duty for 38 hours without a break.

Some hours later, at 10.46, the Coastguard telephoned the honorary secretary to advise that the weather had worsened, with a forecast of south west force 9 in the casualty area and that Olga's master had passed a message stating his position was critical. Thus at 11.15 Islay lifeboat was again launched and at 1.29 a.m. on March 30, as Coxswain MacKay closed the casualty, it was relayed by VHP that the Olga crew wished to be taken off immediately and that a bed should be prepared in the lifeboat as the captain was very ill.

In view of this news Coxswain MacKay ruled out use of breeches buoy or of lying alongside the casualty again.

Worsening weather had resulted in rough seas and a heavy southerly swell, considered too severe for transferring the captain in a stretcher. The coxswain closed to within 30 yards of Olga's stern and dropped anchor, but as it started to drag he weighed and reanchored in 2£ fathoms of water some 60 yards off Olga's starboard quarter.

At 2.48, after a failure with one line, a second rocket line was secured aboard Olga and this was followed by a 2£" nylon line. The coxswain instructed the crew to launch their rubber raft, make the nylon line fast to it and alsoto make another line fast aboard Olga and to pay this out from the raft. The captain and six crew were safely aboard the raft by 3.20 and the lifeboat crew hauled them the 90 feet to the lifeboat, on which they were all safely aboard by 3.39a.m.

The lifeboat steamed to Port Askaig, arriving at 6.5. The survivors were landed, met by doctors and taken by ambulance to hospital. By 7 o'clock the lifeboat had been re-fuelled and returned to her moorings.

Coxswain MacKay and his crew showed great patience and determination and the demands on the coxswain's navigation and boathandling were considerable due to the length of service both in time and distance along a difficult and dangerous coastline. A bar to his bronze medal has been awarded to Coxswain MacKay and medal service certificates to Acting Mechanic Archibald Campbell, Assistant Mechanic Lament Campbell and Crew members Andrew Swanson, Evan Cattanach, Alister Campbell, Frank Davidson, Donald MacGillivray, Iain Campbell and Murdo Macdonald.

LIFEBOAT AREA No. 8 Two men on sandbank IT WAS at about 7.45 p.m. on August 4, 1973, that Mr J. R. Stephen, a Trinity House pilot, was informed by Mr Colin Bull that Mr Bull's brother and another man were adrift in a 7' dinghy off the oil jetty of Heysham harbour, Lancashire.

Having himself sighted the dinghy about half a mile west of No. 8 buoy, Mr Stephens immediately informed the Coastguard that an ILB was needed, and then, taking Mr Bull with him as crew as no seaman was available, sailed in the pilot boat to stand by.

The wind was south south west force 7 to 8 but, it being off shore, sea conditions at Morecambe launching site were satisfactory and the ILB set out at 8.15. She sailed at full speed through the Gunnel, but after 10 to 15 minutes had to reduce to quarter speed because the wind against the ebb (it was four and a half hours after high water but the ebb was held by the wind) was giving a short steep sea, estimated as 6' in height and 40' in length.

Immediately after the ILB left, the Morecambe fishermen's lifeboat, Sir William Priestley, sailed in support with Mr Edward Gerrard as coxswain.

When the ILB arrived off the oil jetty at 8.30 conditions were extremely bad. Visibility had closed to two and a half cables in spray and the helmsman, Mr Keith Willacy, decided he would have to turn back when, while awaiting a chance to turn, he sighted the Heysham pilot boat.

The pilot boat was standing by to the east of the casualty but was unable to go closer as she draws 7'. However, Mr Stephen was able to indicate the position of the survivors, about 10 to 15 yards north west of the Western Valleys wreck. Conditions were extremely bad, the surf estimated at 3' and very confused in the shallow water, but Mr Willacy asked the pilot to inform the Coastguard that he was going into the surf.

The ILB was anchored upwind of the casualty and veered down, but the anchor had been dropped too far to windward and the nearest approach was about 30'. Mr Willacy went over the side on a lifeline, but still couldn'treach the survivors, so he re-embarked and the anchor was recovered.

The ILB anchored again, this time in the surf, and veered down to the survivors, who were standing in the water.

Although their position was surrounded by heavy surf, for a short distance around them the sea was practically calm and there was no difficulty in getting them aboard.

The ILB recovered the anchor and set off for Heysham harbour at slow speed because of the weather and the boat being full of water. She was escorted by the pilot boat with Sir William Priestley not far behind.

On arrival, at about 9.30, the survivors were taken to hospital by ambulance, and it was decided that both the ILB and Sir William Priestley should remain at Heysham overnight. The ILB returned to station by road at 11 a.m.

the next day.

There is no doubt that but for the skill and tenacity of Mr Willacy, who has been awarded a bronze medal, both survivors would have drowned. This particular area of Morecambe Bay is notoriously bad in a south westerly wind on the ebb, and it is considered that notwithstanding the magnificent seamanship displayed in carrying out this rescue, the crew of the ILB showed a complete disregard of their own safety.

The thanks of the Institution inscribed on vellum have been sent to crew member Andrew Jarvis, and a letter of thanks from the Director of the Institution, Captain Nigel Dixon, RN, has been sent to Trinity House pilot, Mr J. R. Stephen, for the part he played in the rescue..