North Eastern Division 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.

South Western Division Rescue from the Rocks RED FLARES sighted in a position one and a half miles south east of St Helier, Jersey, were reported to the deputy launching authority of the St Helier Station by a member of the public at8.30 p.m. on Tuesday, September 18, 1973; quarter of an hour later the lifeboat Elizabeth Rippon (a 46' 9" Watson cabin lifeboat) slipped her moorings with a crew of seven.

The wind was west south west force 7-8 with a very rough sea and heavy south west swell. The weather was overcast with heavy rain squalls, visibility was poor and it was the fourth hour of the flood, spring/neap tides.

After a very rough passage of twoand- a-half miles, the casualty, a French yacht Bacchus, was sighted half a mile ahead, about three cables east of La Sambue rock at 9.08. This area, with its many outcrops of rock, is notoriously dangerous and requires precision navigation in daylight, to say nothing of navigating at night in reduced visibility and gale conditions. Fourteen parachute flares were expended in the locating of the yacht, the subsequent rescue of survivors and the return passage clear of La Sambue.

Bacchus was at anchor lying head to wind and sea, lifting heavily to her cable and sheering violently about. She was damaged extensively and holed on the starboard side, water filled her cabin and her freeboard was much reduced. The crew of six, four men and two girls, were clinging to the cabin roof on the port side.

Coxswain Berry was more than aware of the extremely dangerous nature of the area, but without regard for these dangers he closed Bacchus at slow speed, bent on the rescue of the survivors. Some 100 yards off the yacht, the lifeboat grounded four times on submerged rocks before clearing them.

Recovering from this setback the coxswain closed the yacht, removing the six survivors at the first attempt and leaving the partly submerged yacht at anchor at 9.18.

The Fire Service Zodiac had launched to assist the yacht from the landing near La Motte. The sea conditions, however, proved somewhat overhelming for this small boat and her crew of three were taken aboard the lifeboat and the Zodiac towed astern for the return passage to St Helier.

Coxswain Berry retraced his trackthrough the narrow passage with the assistance of parachute flares fired from the States launch Duchess of Normandy manned by the harbour master, honorary secretary Captain Taylor, and three crew members hastily recruited.

The launch had stood by in the channel throughout the service to give assistance if needed.

The lifeboat Elizabeth Rippon returned to station at 10.10 under reduced speed.

For this service, a silver medal has been awarded to Coxswain Michael Edward Berry, and the thanks of the Institution inscribed on vellum to Assistant Mechanic Dennis Aubert and Crew Members Alan Alexandre, David Aubert, Robin Stevens, David Mills and Barry Sallows.

North Eastern Division Broken Steering Gear ON SEPTEMBER 29, 1973, Second Coxswain Rowley at Scarborough, Yorkshire (the coxswain being away on holiday), was informed at 11.22 p.m. by the duty officer of the lighthouse that red flares had been sighted off the Castle. He immediately telephoned to the deputy launching authority who, in turn, consulted the local Coastguard; they advised a launch. The maroons were fired and the 37' lifeboat, J. G.

Graves of Sheffield, was launched at 11.35.

It was four hours after high water; the wind was north north west force 8; sea rough with a heavy swell. Acting Coxswain Rowley, keeping in the lee of the harbour and Castle Point, set course towards the area indicated off the Castle, but nothing was seen.

By now the lifeboat was well clear of the lee and was feeling the full force of the weather. The wind had strengthened to force 9 and the lifeboat was rolling heavily and taking water on deck and in the cockpit.

At 11.50 Flumborough Coastguard told the lifeboat that the vessel firing flares was reported to be about one and a half to two miles off Cayton Bay. With this new information, Acting Coxswain Rowley set course to the Cayton Bay area, keeping inshore in the hope of reaching the casualty should she be going ashore.

The weather was deteriorating all the time and the wind had reached a good force 10. At 11.56, when almost off Cayton Bay, the lifeboat observed a white flare to the east of the area. The acting coxswain ordered that a parachute flare be fired. It was answered by an amber flare, and the position of the casualty was estimated as some four miles to seaward.

Altering course towards this position, the lifeboat saw the lights of the casualtyat 12.17 a.m. She appeared to be running south east before the weather under power, but, like the lifeboat, she was being continually swept overall. With her high sides and shallow draft she was at the mercy of wind and sea.

Acting Coxswain Rowley took the lifeboat round the casualty, ex-HDML Eun Mara an Tar, to assess the situation, and the skipper told him that his steering gear had broken down; he had a jury rig—two wrenches on the stocks—but he could only run before the seas. He was prepared to abandon ship.

With the wind north north west, force 10, with heavy breaking seas and heavy swell, Acting Coxswain Rowley feared risk to life if he tried to take the crew off at that time. Eun Mara an Tar still had power, and he considered, quite rightly, that the most effective way of saving life was by trying to tow the vessel.

Several attempts were made to pass a heaving line to the casualty, but without result. Eventually Acting Coxswain Rowley took the lifeboat under the starboard bow of Eun Mara an Tar and a tow was passed.

Towing began at 12.45. At 1.13 the tow line parted. Eun Mara an Tar paid off the wind and headed in a south easterly direction. Thomas Rowley took the lifeboat round with great difficulty in the heavy seas and re-connected the tow. In the next 30 minutes the tow parted three times, each time due to the force of the weather; and each time Eun Mara an Tar swung round on to a south easterly heading requiring the repetition of the difficult task of passing under her bow to re-connect.

At 1.44 Acting Coxswain Rowley told the skipper that should the tow part again, his crew would have to abandon ship. Fortunately it did not come to this. Slow progress was made through heavy seas and the harbour was entered at 2.46.

For this service, a bronze medal has been awarded to Acting Coxswain Thomas Rowley and medal service certificates to Bowman Kenneth Eade, Motor Mechanic Allen Rennard, Assistant Mechanic Dennis Dobson and Crew Members George Plummer, William Elliott and Barry McNally.

Scotland South Division Blue Peter TWO MEMBERS of the North Berwick, East Lothian, inshore lifeboat crew, Benjamin Pearson and Alexander Russell, have both been awarded the RNLl's bronze medal for gallantry for rescuing a man who was in difficulties on July 26 last year. A third member of the crew, James Pearson, has been awarded the thanks of the Institution inscribed on vellum and the boathouse attendant, Thomas Brown, has received a letter of appreciation signed by the Director of the RNLI, Captain Nigel Dixon, RN.

The North Berwick inshore lifeboat, w hich is known as Blue Peter III because she was provided by the sale of paperback books collected by viewers of the famous BBC programme, was launched when, at 3 p.m., a lady ran up to Thomas Brown and told him that several bathers were in difficulty in East Bay; this is to the east of North Berwick Harbour, some 500 yards from the inshore lifeboat station. 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Jack Barrett, being shorter, admits to being quite frightened as he struggled across the current.

Meanwhile, on board the lifeboat, the end of the second veering line was at hand and a heavy nylon berthing rope had to be made fast to it. The whole line was now being swept in a great bight down tide behind the two rescuers as Keith Richardson reached the speedboat.

He found two men, one of whom had an artificial leg and was already suffering from shock and exposure, as well as two boys and a girl. He decided to stay to reassure and assist them while James Barrett returned to the lifeboat to report the situation to the coxswain.

On the return journey, James Barrett had difficulty in holding on to the lifeline, as it had now sunk and buried itself in the soft sand. Once again he had to make the precarious journey of over one cable with the very uneven bottom and waves about 3' in height frequently knocking him off his feet.

On arriving back at the lifeboat he found she was beginning to lift, and, after hearing James Barrett's report, the coxswain decided that if he could now get off the sand bank he would be able to close the casualty. At that moment the port engine throttle control cable parted, and so all manoeuvring from then on had to be accomplished on the starboard engine only.

Keith Richardson, meanwhile, was laying out the speedboat's anchor to windward to prevent the boat being washed over the sand and sinking in the deeper swatch beyond. By 11 p.m. the lifeboat had manoeuvred her way to within 5 yards of the casualty and the survivors were taken on board within five minutes. They were all treated for shock and exposure and were finally landed at Walton by 11.40; from there the handicapped survivor was taken to hospital and the remainder returned home. The lifeboat re-secured to her moorings at 12.37 a.m.

For this service, the bronze medal for gallantry has been awarded to Assistant Mechanic Keith Richardson and Crew Member Jack Barrett, and the thanks of the Institution inscribed on vellum to Coxswain Frank Bloom.

South Eastern Division Injured Yachtsman SUNDAY, AUGUST 5, 1973, was overcast with rain squalls when, at 5.35 p.m., the deputy launching authority of Eastney station, Hampshire, was informed by Hayling Island Coastguard that a helicopter from the SAR flight, HMS Daedalus, Lee-on-Solent, attending the yacht Jo of Ryde three miles south south west of Eastney Point, was unable to lift her two crew clear owing to their injuries.

The Eastney 18' McLachlan ILBA508, manned by Helmsman Denis Faro and Crew Member Ronald Needle, was launched within five minutes. A south south west force 7 wind against the first of the spring ebb tide had whipped up heavy, confused seas off the harbour entrance and in the vicinity of Langstone bar, and, after becoming airborne twice on clearing the harbour entrance, the ILB had to reduce speed.

Having shown Jo of Ryde's position by a smoke marker, the SAR helicopter landed at Hayling Coastguard lookout to conserve fuel; but the ILB lost contact with the casualty, so the helicopter took off again, re-located the yacht and hovered over her until the ILB came within sighting distance, at 5.56.

Jo of Ryde was lying bow to sea on a dragging anchor and the ILB approached to within 15' astern whilst it was explained how her crew would be taken off. The first attempt to put the bow of the ILB alongside was unsuccessful, but at the second attempt both men were safely taken on board. As one of the men was suffering from a suspected rib fracture and the other had had his foot jammed in some of the yacht's gear, it was a manoeuvre of considerable difficulty; nevertheless, it was accomplished in about seven seconds and the ILB cleared the yacht at 6.01 to return to station.

By this time the wind was estimated to be gusting to force 9 from the south south west and the sea was very rough and confused. Approaching Langstone Harbour the ILB partially broached to and shipped a considerable quantity of water. In recovering she was pooped, but, with skilful handling by her helmsman and with her well-designed freeing ports, the water quickly cleared and she was able to negotiate the harbour entrance safely. By 6.20 she was back on station. Both survivors were landed to a waiting ambulance and taken to hospital.

For this service a bronze medal has been awarded to Helmsman Denis Faro and a medal service certificate to Crew Member Ronald Needle.

Scotland South Division Escort for Lobster Boat A LOBSTER FISHING VESSEL, AmiddS of Castleton, was known to be fishing west of Islay, Hebrides, with a crew of two on Thursday, September 27, 1973.

When, at 5.20 p.m., with the westerly wind at storm force, she had not returned to port, the Coastguard alerted the honorary secretary of the Islay station. Francis W. Wotherspoon of Paisley was launched at full flood, with high seas, heavy rain and visibility down to 35 yards. At 6.50 Amidas was found two miles due west of Rhuvael and escorted back to the safety of Port Askaig. The lifeboat returned to her station by 8.45.

North Western Division Boys on a Perch ON HEARING from the Coastguard that two boys were cut off by the tide and were clinging to the perch marking the sewer outfall between Rhyl and Prestatyn (Flintshire), the Rhyl honorary secretary immediately assembled his crew. It was 5.46 p.m. on August 7, 1973, half an hour before high water.

After discussion it was decided to use the ILB as the lifeboat would not be able to reach the perch at that state of the tide.

Visibility was good, but the wind waswest force 7 gusting 9, with broken cloud. There was heavy surf on the beach, estimated up to 5-6' in height, and a heavy swell clear of the beach.

Donald Jones and Paul Frost volunteered to attempt the rescue in the ILB; if they failed the offshore lifeboat would follow up.

Launching conditions were extremely bad. Immediately the ILB left the driveoff trolley at 5.58 she was filled with water and could not get up sufficient speed to clear the surf quickly. Fearing she would be set back on to the beach, the shore crew followed into the water, but the ILB was just able to make headway to seaward, cleared the surf and turned down wind. After that she had no difficulty in running down to the Rhyl-Prestatyn border, clearing herself of water through her self-bailer as she went.

Within five minutes of launching the ILB arrived in the vicinity of the perch.

This perch, a post with a cage on top, is at the end of a level concrete wall extending about 100 yards from shore.

The height of the concrete at the seaward end is at present about 5', but this varies considerably from time to time.

The two boys had climbed the post and were clinging to the cage. The concrete was covered but was showing in the trough of the surf; it would have been impossible to walk ashore for another hour and a half, by which time the boys would have been marooned for nearly three hours and Helmsman Jones did not think they could hold on that long.

By now it was high water. There was a large area of broken water around the perch and concrete over the sewer.

About 100 yards to leeward is a groyne. Clear of the broken water the wave height was 6-8' from trough to crest and estimated at about 40' from trough to trough.

The helmsman decided to put the bow of the ILB against the perch to pick the boys up; an approach which allowed the stern of the boat to remain in deep water clear of the concrete. One dummy approach was made from leeward and the ILB then turned for the first run. As the bow was brought up to the perch Crew Member Frost pulled the first boy into the boat. The ILB was blown back and when clear turned for another run. Again the run was perfectly timed and the second boy was dragged into the boat, just 11 minutes after launching.

By this time the ILB was again full of water which, with the weight of the crew and two survivors on board, proved impossible to clear; so the honorary secretary instructed the ILB to beach at Splash Point, about half a mile west of the perch, where there was some shelter.

The helmsman started back up wind with the crew and one boy right forward ; the other boy was brought further aft to get some protection, but he had to be moved forward again immediately as the wind was beginning to lift the bow.

Although the boat could not plane with so much weight aboard there was no difficulty in beaching at 6.17. Five minutes later the ILB arrived back at the boathouse by road. The two boys were none the worse for their experience and were returned to Robin Hood Camp, Rhyl, also by road.

For this service a bronze medal has been awarded to Helmsman Donald Jones and a medal service certificate to Crew Member Paul Frost.

Eastern Division Gear Box Failure ON SUNDAY, September 16, 1973, a local fisherman at Wells, Norfolk, informed the coxswain's wife that the 54' fishing vessel Graceful Lady, on passage from Great Yarmouth to Wells, was stranded on the east side of Wells harbour entrance with three people on board.

The lifeboat, Ernest Tom Neathercoat, was launched at 9.55 p.m. in fine weather, good visibility and a slight sea with a north east swell. The ILB was also launched to assist in taking a line to the casualty.

When the lifeboat came up alongside, it was found that Graceful Lady's gear box had broken down while entering harbour; the boat had grounded and started to take in water. The three fishermen were taken off at 10.09 and landed ten minutes later. The lifeboat returned to her station at 10.40.

South Eastern Division Catamaran in Distress A WELL-REEFED CATAMARAN making heavy weather two-and-a-half miles off St Margaret's, Kent, was seen by the Coastguard at 9.10 a.m. on Sunday, October 21, 1973. Dover lifeboat station was put on alert, but it was not until 2.18 p.m. that a Korean trawler reported the catamaran to be in real trouble seven-and-a-half miles from the station on a bearing of 170°. The lifeboat Faithful Forester was launched immediately.

It was just before low water and the sea was rough with a strong to near gale force north north westerly wind.

The catamaran, reached at 3.10, was identified as Jeanine of Hamble on passage from Hamble to Queenborough with a crew of three. Her sails had been ripped by the heavy winds of the previous day and night and her engine had failed. Unfortunately she carried no flares or signal flags to call for assistance and had been drifting more or less helplessly for many hours. The crew had tried to attract the attention of passing ships, but all to no avail; their waving anoraks had been taken as a friendly greeting, and the owner, his wife and their passenger were becoming desperate and exhausted. The catamaran was taken in tow at 3.30 and reached the safety of Dover harbour at 4.50. The lifeboat returned to her station at 5.41.

South Western Division Combined Operation THE DEPUTY LAUNCHING AUTHORITY of Appledore, North Devon, was informed at 3.26 a.m., on Wednesday, September 19, 1973, that a yacht was in distress 28 miles to the west of the lifeboat station.

The weather conditions were severe in the area, with very high seas, squally rain and a strong north-westerly gale force wind, occasionally gusting up to 50 knots, as well as a flood tide. Jesse Lumb, on temporary duty at the station, was launched at 3.45 and the harbour bar was crossed without too much difficulty. The worst conditions were experienced in the Hartland Point area.

The casualty, reached at 7.31, was the 35' yacht Chong Peng from Littlehampton, bound from the south coast to Milford Haven. After requesting the MV Dublin, which was standing by Chong Peng, to fire a flare, a tow line was put aboard at 7.32. The tow started successfully but the line became detached at 8.20 and a member of Jesse Lumb'?, crew was put aboard to make it secure. Finding Chong Peng's two crew both sick and distressed, a helicopter was called to land them.

The tow was then resumed, but Chong Peng's engine was finally restarted and she was able to motor to Ilfracombe, under escort, arriving there at 1.50 p.m. The lifeboat remained in Ilfracombe until 5.35 to await a suitable flood for crossing the bar, and returned to her station at 8 p.m.

For this service the coxswain and crew were sent a letter of appreciation from the Director, Captain Nigel Dixon, RN.

Western Division Stolen Yacht A YACHT was seen to be in difficulty just outside New Quay harbour, Cardiganshire, one-and-a-half miles from the station on a bearing of 070° on Wednesday, September 19, 1973. Within ten minutes, at 9.35 a.m., the lifeboat, Birds Eye, was launched in a rough sea and flood tide; the wind was strong to near gale force north north westerly.

When the lifeboat reached her at 9.55, the yacht was identified as Susie Wong, an old-time gaff cutter from Aberystwyth.

The weather was rapidly deteriorating.

The yacht, although sailing on a continued on page 149.