North Sea Hurricane FORCE 9-10 north north east wind; rough sea with a heavy swell; low water; visibility down to about a half to one mile on an overcast morning with frequent hail and snow squalls; Flamborough lifeboat already at sea standing by cobles returning to the landing; the lifeboat service and HM Coastguards in constant liaison. Such was the situation on April 2, 1973, when, at 10.34 a.m., the Bridlington lifeboat, the 37' William Henry and Mary King, was launched to stand by the coble Calaharis reported by the harbour master to be still at sea.

Coxswain John King had just set course for the position off Hornsea where it was believed Calaharis had been fishing, when it was learnt that another coble, Moss Rose, was also still at sea.

Ten minutes later she was sighted making heavy weather on her return to harbour, and, because of her size and because she was less well equipped for the severe conditions than Calaharis, Coxswain King decided to escort her back to harbour before continuing his search for the other vessel.

By now seas were breaking over both lifeboat and coble, and Moss Rose, pumping continuously, was barely making steerage way. At 11.30, however, she entered harbour safely.

In the meantime, at about 10.50, Humber Radio had intercepted a PAN message from the MFV White Knight stating that she had broken down and was at anchor two miles south south east of the South Smithic buoy; although not requiring assistance, she was being pounded by heavy seas.

William Henry and Mary King had returned to her search for Calaharis when, at 11.31, the Bridlington honorary secretary, having heard from the Coastguard that White Knight was dragging her anchor, instructed Coxswain King to go to her assistance. At the same time, Flamborough lifeboat was asked to take over the search for Calaharis.

Coxswain King headed his lifeboat towards the position of the new casualty, clearing the relative shelter of the Smithic Shoal (at 11.50) to run intothe full force of the wind. With very heavy following seas breaking on to the boat, Coxswain King ordered the drogue to be streamed and at the same time reduced speed to maintain control and lessen the hazard to boat and crew. The wind had increased to force 12 gusting 13 (later confirmed by HMCG) and visibility was greatly reduced by the heavy squalls and spray.

A suggestion, at 12.12, that the crew of White Knight intended to abandon ship in their liferaft was strongly discouraged by Coxswain King; in such an abnormal sea he felt that they had a much better chance of survival if they stayed with their stricken, but still floating, ship and awaited the arrival of the lifeboat. He asked the skipper of White Knight to switch on his radar, hoping it would show the position of the lifeboat in relation to the fishing vessel; but the position of the only echo seen was discounted and Coxswain King continued on his course to leeward of the last known position.

Decca positions given by White Knight at 12.20 p.m. and 12.35 showed her to be some two-and-a-half miles south by west of the lifeboat and drifting rapidly to the south, too close to the beach for comfort. As the position was now serious, Coxswain King made for the casualty at full speed, but it was still essential to stream the drogue.

Visibility was so poor that the lifeboat could not see the flares fired by White Knight, nor were her attempts to get a D/F bearing satisfactory as it proved impossible to get a 'zero'. However,Flamborough Coastguard, also using D/F, reported that the signals of both the lifeboat and fishing vessel were on the same bearing, and at 12.50 White Knight was sighted fine on the port bow at a distance of about three cables.

By now the wind had risen to force 13, north north east. The sea was very rough with a very heavy north-east swell, and White Knight was lying broadside on to the sea heading north north west and rolling very heavily. On the advice of Coxswain King, her skipper readily agreed that their only hope was to abandon ship and come aboard the lifeboat. He said he would try to lay out a second anchor, which would take about five minutes.

Coxswain King took the lifeboat to the south of White King and waited his chance in the dangerous seas to trip his drogue and turn the lifeboat head to sea. This was safely accomplished and the drogue recovered.

With both William Henry and MaryKing and White Knight being swept by very heavy water, it was considered both undesirable and highly dangerous for the lifeboat to lie alongside the casualty.

At 1.02 the crew of the fishing boat were ready to be taken off. Coxswain King found that he needed almost full speed to maintain reliable way on his boat heading in towards the port side of the casualty. Contact was made by her port bow just forward of the bridge of the MFV, and two of the crew were successfully taken aboard before the lifeboat fell away. Two more men were taken aboard on another run in. Loose gear on the fishing boat fouled the guard rail forward, but this was soon cleared and the skipper was then taken on board.

Coxswain King, now certain that everyone was accounted for, took the lifeboat close under the stern of White Knight so as to be heading into the sea when he cleared her comparative lee.

Throughout the operation only superficial damage to the guard rails and after end box was sustained. No one was injured, and Coxswain King cleared the casualty at 1.06.

Once clear, it was not possible to steer a direct course back to Bridlington because of the heavy, breaking seas.

Coxswain King had to nurse the boat back, heading the heaviest of them and dodging across as conditions permitted.

Progress was extremely slow. By 3 p.m.

the wind had moderated to force 9 north by east, but the heavy seas persisted and it was not until 3.48 that the lifeboat entered Bridlington Harbour.

Throughout this long and arduous service sea conditions were very rough with a very heavy swell. Wind force at no time went below force 9 and during the most exposed periods was frequently gusting to force 12 and 13. The lifeboat was continually buffeted by heavy seas with water breaking into the cockpit and sweeping the decks. It was bitterly cold with visibility extremely poor in the heavy hail and snow showers.

For this service, a silver medal has been awarded to Coxswain John King.

The thanks of the Institution inscribed on vellum have been awarded to Second Coxswain George Traves, Bowman Denis Atkins, Motor Mechanic Roderick Stott, Acting Assistant Mechanic Anthony Ayre, and Crew Members Fred Walkington and Kenneth Bentley..