Eastern Division Explosion at sea AN EXPLOSION, on the night of November 15, 1973, aboard the 300-ton deep-sea trawler Boston Jaguar, 37 miles 020° (T) from Cromer, Norfolk, left the ship without steering gear, with her mate killed and a crew member hurt with suspected internal injuries. The trawler had received medical advice via Humber Radio Station recommending that the injured man be taken ashore as soon as possible, but, although the trawler Boston Wasp was standing by, the skipper of Boston Jaguar thought it unwise to transfer the injured man before he had been examined by a doctor. Helicopter assistance could not be considered until daylight.

On receiving this information from Cromer Coastguard, the Cromer station honorary secretary at that time, Dr Paul Barclay, decided that although liable to seasickness he must go out with the lifeboat himself; of the other four local doctors, one was ill, one over 75 years old and two had no sea experience, and it was clear that professional medical help beyond the knowledge of the qualified first aider, Crew Member Richard Davies, was going to be needed.

Dr Barclay therefore handed over shore control of the service to the deputy launching authority, D. L. Snelling, and joined the assembled crew; The Good Hope, a 46' Watson lifeboat on temporary duty at the station, launched at 2310. The wind was north west, gale force 8, with seas of 20' running against a northerly ebbing tide. It was cloudy and raining.

Gorleston Coastguard, co-ordinating the service, directed The Good Hope to Dudgeon Lightvessel, as Boston Wasp reported having Boston Jaguar in tow at 2311, heading for the Hghtvessel. The lifeboat established radio contact with both trawlers soon after launching and relative positions were exchanged at frequent intervals.

Despite heavy head seas, the lifeboat reached the lightvessel at 0130, a distance of 21 miles in 2 hours 20minutes. The trawlers were now eight miles east north east of the Dudgeon, so Coxswain Henry Davies, BEM, altered course to intercept the tow, reasoning that in the prevailing weather it would not be safe to have the two trawlers stopped close to the lightvessel. Visual contact was made at 0215 and the lifeboat approached the casualty at 0225.

The wind had now decreased to force 6 and backed to west north west. Rough seas and a heavy north-west swell were running, and the weather remained cloudy with rain.

Coxswain Davies took the lifeboat close alongside Boston Jaguar and at 0230 passed a securing line. Dr Barclay and Richard Davies stood by at the starboard rail, but the first attempt to sheer alongside the trawler's starboard side resulted in the lifeboat being heavily knocked away. At the second attempt the impact threw both men from the rail on to the lifeboat deck, but at the third approach the coxswain held the lifeboat alongside for long enough to allow the two men to jump on to the trawler's deck.

Due to the heavy seas and swell, the lifeboat then stood off from the casualty to await the doctor's examination of the crew member. Dr Barclay first established that the mate of the trawler was dead, having sustained severe head injuries and a severed arm when gas containers exploded in the after compartment.

With help from Richard Davies he then attended the injured deckhand, who had facial lacerations and was severely shocked. At 0302 Dr Barclay instructed that the deckhand should be taken off the trawler by helicopter at first light and taken to Cromer Hospital for further investigation of possible internal injuries. RAF Coltishall agreed to fly-off at 0630.

The tow then altered course for Cromer with the lifeboat in company.

Coxswain Davies decided it imprudent to attempt to close Boston Jaguar a second time and the doctor agreed that he and Richard Davies should remain aboard the trawler; throughout the passage from Cromer, Dr Barclay had suffered from severe seasickness but not until he had attended his patient would he rest.

During the tow towards Cromer, Richard Davies realised that the skipper and crew of Boston Jaguar were still too shocked to give a rational appraisal of the situation aboard. He organised the covering of the mate's body and removal of the severed limb from view. He then helped in maintaining the vessel's course, while towing astern of Boston Wasp, by using main engines as necessary.

At 0600 the lifeboat and tow arrived off Cromer, the tow being piloted through the shallows by Richard Davies.

The RAF helicopter arrived at 0650 and at 0705 the injured deckhand and Dr Barclay were lifted and taken to Cromer Hospital, arriving three minutes later. Due to the rough sea it was notpossible to rehouse the lifeboat at Cromer and, after transferring Richard Davies from Boston Jaguar to the lifeboat, Coxswain Davies made for Great Yarmouth, in company with the tow, arriving at 1030. The tow continued to Lowestoft and the lifeboat crew returned by road to Cromer at 1200.

For this service Dr Paul S. Barclay, MC, TD, was accorded a bronze medal for gallantry. The thanks of the Institution inscribed on vellum were accorded to Coxswain Henry Thomas Davies, BEM, and Crew Member Richard Davies.

Medal service certificates were presented to Second Coxswain L. B. Harrison, Motor Mechanic R. Amey, Assistant Mechanic L. J. Harrison and Crew Members J. Lee, W. Davies and H.

Davies.

Scotland South Division Seven rescued ANGLESEY RADIO received a message from the 36' fishing vessel Kia-Ora at 1926 on January 27 to say that she had broken down off Hestan Island, was dragging her anchor in severe weather conditions and needed lifeboat assistance.

Given this information at 1941, the honorary secretary of Workington station, Cumberland, approved a launch and the crew mustered at the lifeboat station. However, due to damage which had been sustained, the boarding boat was off service under repair and, in the particular weather conditions prevailing, the substitute boat was going to be difficult to launch safely. To avoid possible further delay, therefore, Coxwain Albert Brown requisitioned a dinghy to ferry two crew members out to the 46' Watson lifeboat, City of Edinburgh, on temporary duty at the station. She was slipped from her moorings and laid alongside the dock wall where the remainder of the crew embarked.City of Edinburgh cleared the harbour entrance at 2125. The wind was south south easterly force 9, with very rough sea, heavy swell, squalls of rain and sleet and visibility down at times to half a cable. It was one hour after low water. In view of the very rough seas and the depth of water there would be at that state of the tide over the sandbanks, she had to take the outside course to Hestan Island by way of North Workington Buoy and 2' Bank Buoy; two hands were stationed on deck as lookouts until these two buoys had been passed in safety, at 2213. Course was then set for Hestan Island (323° magnetic).

At 2243 the lights of the Scottish shore were sighted and ten minutes later Coxswain Brown asked Kia-Ora, by MF radio, to set off a distress flare to help identification. Half an hour later the casualty was sighted about half a mile north east of Hestan Island and Coxswain Brown altered course towards her.

By now the wind was south south easterly force 10, giving extremely rough seas and accompanied by sleet showers.

As the lifeboat approached it was found that Kia-Ora was dragging her anchor badly and drifting to the north east.

Coxswain Brown made his first attempt to put the lifeboat alongside starboard side to the casualty, but in doing so was thrown from the wheel by the heavy seas. Control of the lifeboat was regained and by 2330 she was again manoeuvred alongside, and while, with great seamanship and determination, Coxswain Brown maintained her in this position for about four minutes, the youngest of the survivors, a tenyear- old boy, was carefully lifted across and the remaining six men were helped aboard. City of Edinburgh then manoeuvred clear of Kia-Ora stern first.

The echo sounder, working as well as could be expected in such seas, recorded 18' of water under the keel at the position of the casualty. While alongside Kia-Ora the bracket retaining the anchor was ripped from the deck by the violent motion, some of the gunwale was split and one stanchion twisted.

By now the tide had made sufficiently for the sandbanks to be crossed in safety, so City of Edinburgh set a direct course for Workington. It took twoand- a-half hours to battle back at reduced speed against the south south easterly force 10 wind; but despite failure of the breakwater and leading lights due to the severe weather, City of Edinburgh entered Workington Harbour at 0205 on January 28.

It should be noted that a request was made at 1926 to launch the Kirkcudbright lifeboat and Coxswain Davidson and his crew mustered at the lifeboat station. However, the tide gauge at the slipway showed that the depth over the bar was just under 36" and with a south south easterly wind force 8 to 9 causing a heavy sea and swell it would havebeen impossible to cross the bar. Coxswain Davidson, with his crew, stood by until 2200, when he was told that the Kirkcudbright lifeboat would not be needed.

For this service a bronze medal for gallantry has been accorded to Coxswain Albert Brown. Medal service certificates have been presented to Second Coxswain Joseph Reay, Motor Mechanic William Watchorn Smith, Assistant Mechanic Donald Muir and Crew Member Leslie Beck.

Western Division Yacht dragging anchor A YACHT AT ANCHOR but in difficulties in heavy seas off Three Cliffs Bay, Gower, was seen by Mumbles Coastguard and reported to the Mumbles honorary secretary at 1350 on December 19, 1973.

Maroons were fired and William Gammon—Manchester and District XXX, a 46' 9" Watson lifeboat, was launched at 1413.

The wind was force 7 to 8 from east south east and the sea rough. It was high water. The casualty, the 30' yacht Karfinn, was reached at 1500 after an uneventful downwind passage. She was at anchor about three to four cables off Three Cliffs, her anchor was thought to be dragging and she was in danger of being overwhelmed by heavy seas. There were two men on board who appeared to be in a distressed state. The sea was described as strength 5, the tidal stream negligible.

Coxswain Derek Scott, BEM, madetwo attempts to come alongside the yacht, and then decided to try to get a crewman on board. The bow of the lifeboat was angled in to the starboard side of Karfinn and Crew Member W.

Clements, holding the end of the towing line, managed to leap aboard. The line was quickly secured and Mr Clements instructed one of the crew to slip the anchor cable. The tow back to Swansea began at 1506.

During the passage back the sea state became worse, but Crew Member Clements, with skill and determination, managed to prevent the yacht from sheering uncontrollably; Karfinn's crew went below leaving him to manage as best he could and did not appear again until the dock entrance was reached.

After a while Mr Clements had to lash himself into the cockpit, but in spite of being wet, cold and continually buffeted by wind and sea, he remained at the helm of Karfinn for three hours until safety was reached.

Coxswain Scott did consider trying to put another crew member aboard the yacht, but decided the conditions were too bad to make the attempt.

William Gammon and Karfinn entered Swansea Docks at 1800, where the life-boat remained for the night, it being too rough to rehouse her at Mumbles.

For this service a framed letter of appreciation signed by the Chairman of the Institution, Commander F. R. H.

Swann, CBE, RNVR, was sent to Crew Member W. Clements.

Eastern division Two under tow AT 1209 on August 21, 1973, the honorary secretary of Sheerness, Isle of Sheppey, was informed by Warden Point Coastguard that a yacht had been sighted aground off the Red Sand area, bearing 050° three to four miles from Warden Point, and that Mansion Coastguard helicopter had been alerted; he replied that the lifeboat would launch immediately. The wind was north east by north, force 5, with a moderate to rough sea; the day overcast with showers. High water at Sheerness was predicted at 1807.

While the 46' Watson lifeboat Gertrude, built in 1946, was heading eastward from Garrison Point, the Coastguard called up Coxswain C. H.

Bowry to tell him that the helicopter was over the yacht Bosun (26' Bermudan rigged) but that her crew had indicated that they did not need help; their boat had now refloated and was at anchor.

Nevertheless, through the Coastguard, the honorary secretary instructed the lifeboat to continue to the yacht as the helicopter was returning to base and the prevailing weather was producing a lee shore situation in very shallow water.

At 1253 Bosun was sighted under way, with foresail only, steering a north-westerly course. Coming alongside half an hour later, Coxswain Bowry was told that the yacht had damaged her rudder pintle when aground on Spile Bank, but jury wires had been rigged. Assistance was emphatically refused.

Just as he was turning to make the return passage, Coxswain Bowry sighted a red flare to the south west, close under Eastchurch Cliff's. Telling Warden Point Coastguard that he was going to investigate, he altered course and a few minutes later it was seen that a large motor cruiser was aground in the breakers. Hearing this, the Coastguard once again alerted the Mansion helicopter.

The lifeboat was taken close up wind of the new casualty, a 45' convened molor fishing vessel, Gentlemaid, wilh Ihree people on board, and Coxswain Bowry assessed lhal ihe boal was in imminenl danger of breaking up in ihe pounding surf. By now, 1330, Ihe wind was north easl force 6, wilh short, rough, breaking seas over Ihe sandflals.

The lide was 1J hours flood lo weslward.

As Ihe waler was loo shallow lo approach Gentlemaid stern first veering on Ihe anchor (if Gertrude's slern had gone aground, she would nol have had Ihe power to low Gentlemaid inlo deeper waler), Coxswain Bowry drove Ihe lifeboal ahead on lo Ihe sand and used Ihe engines lo keep Ihe slern up lo windward.

Three rockel lines were fired lowards Gentlemaid, bul her crew of Ihree, in danger of falling overboard, were unable lo relrieve Ihe lines.

Crew Member Malcolm Keen volunleered lo go overboard wilh a line. The crew benl all mooring warps into one long line, Malcolm Keen inflated his lifejacket and, wilh the line around his waisl, waded 200' lo Ihe casually Ihrough the breaking seas in up to 4' of water. Gent/emaid's crew would not let go their holds on Ihe boat and Malcolm Keen made fast the lowline alone.

Meanwhile, Ihe helicopter had arrived al Ihe scene and landed on Ihe adjacent cliffs lo watch Ihe lifeboal operalion.

Coxswain Bowry lowed Gentlemaid into deeper water, turned the lifeboal, shortened the low and sel off on the relurn passage leaving Crew Member Keen aboard Ihe casually lo lend Ihe tow line. Gentlemaid was unable to get her engines started as Ihe batteries were flat and a considerable amounl of waler had been laken aboard while she was being lowed off ihe flals slern firsl.

Al 1420 Bosun was again sighled, soulh of Ihe Medway Channel. She was wallowing and her crew waving to atlracl allenlion. Upon closing the yachl, Coxswain Bowry was lold thai the rudder had now been lost and Bosun had no auxiliary power. Her crew of three refused to abandon her as ihey feared her loss on Ihe lee shore, so Coxswain Bowry manoeuvred the lifeboat and low downwind, allowing Bosun lo drifl on lo Gentlemaid, whereupon Malcolm Keen was able to pass another low line.

The lifeboal compleled Ihe passage to Sheerness at reduced speed wilh the two boats towing in line astern, arriving al Ihe berth in Ihe Greal Basin at 1516.

For this service Ihe lhanks of ihe Inslitution inscribed on vellum was awarded to Crew Member Malcolm Keen, and framed lellers of lhanks signed by Ihe Inslilulion's Chairman, Commander F. R. H. Swann, CBE, RNVR, were senl lo Coxswain/Mechanic C. H. Bowry, Second Coxswain G.

Mills, Assistant Mechanic B. Durrani and Crew Members A. Washford, C. Austin and V. Slupple.South Western Division French trawler in tow A FRENCH TRAWLER, Keriolet, in tow of the cable ship Iris and in need of help was reported to the honorary secretary of Clovelly, North Devon, by the Coastguard at 1610 on Thursday, January 17. She was 46 miles north west by north of Trevose Head and making water in very rough sea.

Charles H. Barrett (Civil Service No.

35), a 70' Clyde class lifeboat, set course to west south west at 1645 in storm force wind. It was two hours before low water.

Keriolet was reached at 2000 and the tow taken over. The trawler was then anchored and pumped dry. Her skipper was taken aboard the lifeboat and advised, through an interpreter, that his vessel would be towed to llfracombe after being pumped dry again. This was successfully achieved and the lifeboat returned to her station at 1330 on January 18.

North Eastern Division Anglers in danger HAVING BEEN informed by the Seaham Coastguard, Co. Durham, at 1632 on Sunday, November 11, 1973, that a number of anglers had been cut off on the drum head at the end of the north pier of the harbour, and that they were in danger of being swept off, the honorary secretary of the Seaham station assembled the crew, and himself went to the boathouse with Coxswain Arthur Farrington and Motor Mechanic Malcolm Maconochie to view the situation. In the past anglers have several times been cut off on the drumhead, which is higher than the pier itself, but were in fact perfectly safe as long as they remained where they were.

Also, with a falling tide, the danger should have been decreasing.

However, on arrival at the bouthousc, it could be seen that the pier and occasionally the drum head itself were being swept by heavy water; the situation appeared to be worsening and the anglers would soon be in an untenable position.

Maroons were fired at 1650. In view of the real urgency that had developed and the short distance involved. The Will and Fanny Kirhy, a 37' Oakley lifeboat, set off at 1655 with a crew of four.

It was I J hours after high water. The wind was northerly force 5 w i t h a rough sea outside the harbour and a very heavy swell which was breaking at the harbour entrance. A very heavy run of sea inside the outer harbour was sweeping round the pier head, resulting in a confused sea with a 5' rise and fall alongside the pier.

Coxswain Farrington took the lifeboat into the corner formed where the drum head joins the main pier, where there was a chance of holding her in position to effect a rescue. Although the anglers were in a relatively safer position on the drum head, it being higher than the main pier, any rescue attempt from there would have resulted in serious risk of injury and severe damage to the boat.

Despite frequently being thrown clear by the surge of the confused sea and swell, with skilful seamanship and boat handling Coxswain Farrington succeeded in taking the boat into the corner.

As the lifeboat was brought alongside, rising and falling on the swell, the anglers were called to come off the drum head and jump into the boat two or three at a time. Sound judgement was required on the part of the coxswain to assess the effect of sea and swell as well as to handle the boat. Had any mistake been made in his judgement, some ofthe anglers would doubtless have been swept into the sea or fallen heavily into the boat.

Seas continued to sweep the pier and, as an attempt was made to take off the fourth group of men, a huge sea must have broken against the outside of the pier and right over it. A considerable weight of heavy water crashed down on to the lifeboat, its effect magnified as she was at that moment just rising on the swell. The boat was completely engulfed and the spray canopy gave way at the bend in the tubular framework, crashing down on to the coxswain at the wheel. He fell clear of the wheel and in under the canopy but struck his head, injuring his forehead. He immediately resumed control of the boat and repeated the rescue operation until all 18 anglers were aboard.

One of the anglers, at first over-eager to be rescued, had then hesitated, sitting on the edge of the pier wall, and was washed off into the sea. He fell between the lifeboat and the pier and, but for the prompt action of Crew Member Ronald Leng who grabbed the man in the water and held him until help came to pull him on board, would almost certainly have been crushed.

By 1730 the rescue had been completed and Coxswain Farrington landed the survivors at North Dock. Because of adverse slipway conditions, the lifeboat was then taken to Sunderland for a safe berth until the weather moderated.

When she arrived, at 1910, Coxswain Farrington went to Sunderland to have his head injury attended to. It required six stitches. He was also complaining of a pain in his wrist and it later was found that he had broken his wrist at the same time as he had sustained the head injury.

For this service a bronze medal for gallantry has been accorded to Coxswain Arthur Farrington. Medal service certificates were presented to Motor Mechanic Malcolm Maconochie and Crew Members Ronald Leng and Maurice Thornton.

Eastern Division Night search TWO RED FLARES sighted by the Coastguards at Gorleston and Happisburgh at 0259 on Sunday, October 21, 1973, were reported to the Great Yarmouth and Gorleston honorary secretary. Some ten minutes later Khami, one of the first of the 44' Waveney steel fast afloat lifeboats, had cleared her moorings under the command of Second Coxswain David Bennington and headed northward from the harbour entrance towards the Winterton overfall area to search. The wind was north westerly, gale force 8, on a flood tide, and visibility was reduced in heavy rain squalls. High water at Great Yarmouth would be 0453.At 0400 Second Coxswain Bennington began firing parachute flares in the vicinity of North Cockle Buoy, but nothing was sighted by the lifeboat crew or by either of the fishing vessels, John Murray and Essex Shore, which were in the area.

Gorleston Coastguard then suggested search area bounded to the north by North Cockle Buoy and Winterton overfalls and to the south by North Scroby and NE Cross Sand Buoys. The lifeboat spent an hour here, using parachute flares, and having reported no sighting to Gorleston Coastguard, was advised to search further southward.

Second Coxswain Bennington headed towards the Barley Picle area and, at 0420, sighted a light to the southward.

At 0500 he came up to the 45' converted naval pinnace Doris, lying head to wind and listing heavily. There were two crew aboard.

The wind at this time was north west, severe gale force 9, with 16-18' seas.

Second Coxswain Bennington took the lifeboat close to Doris to pass a tow line because he considered it too dangerous to attempt to transfer the crew, and they showed no inclination to leave the vessel. The tow was secured and, after an abortive attempt to tow the listing vessel in a very heavy following sea, Mr Bennington turned the lifeboat northward at reduced speed, advising the Coastguard of his intention to attempt the return passage north of the Scroby Bank.

Second Coxswain Bennington maintained a constant watch on the tow and, at 0630, saw that Doris had foundered and her crew were in the water, having cut the tow line before being thrown overboard. The searchlight was manned, and, with considerable skill, Mr Bennington manoeuvred the lifeboat astern, picking up both survivors at the first attempt.

Although wearing lifejackets, both men were shocked and cold and first aid was rendered to them by Crew Member Jeffrey Bishop while the lifeboat turned southward. Khami entered Gorleston it 0800 and the survivors were landed and taken to hospital after an extremely hazardous return passage during which the boat touched bottom. Despi'e working regularly in these waters, all crew members were extremely shaken by the severity of the conditions.The thanks of the Institution inscribed on vellum have been accorded to Acting Coxswain David Bennington.

Vellum service certificates were presented to Crew Members Colin Staples and Jeffrey Bishop.

North Eastern Division Injured crews THE HARBOUR MASTER of Bridlington, Yorkshire, informed the honorary secretary at 1320 on Friday, December 28, 1973, that the trawler VolesusofGrimsby had an injured man aboard. The relief lifeboat Calouste Giilbenkian was launched at 1340 and set course for the rendezvous point off North Smithic Buoy in southerly light airs and a slight sea. The tide was flooding.

The injured man was taken aboard the lifeboat together with two hands from Volesus who wished to be put ashore, and the lifeboat was back in Bridlington Harbour by 1445.

During this operation a radio message had been received from the Hull trawler Lord Nelson; one of her engineers had fallen and broken his leg, and lifeboat assistance was requested. The lifeboat left harbour at once and met Lord Nelson one mile east of North Smithic Buoy. It was ascertained that the man had fractured his leg in at least two places. He was transferred to the lifeboat without incident and taken to Bridlington.

On the return journey, fog reduced visibility to a quarter of a mile, but the lifeboat reached her station at 1610.

South Eastern Division Two yachts in force 10 WHEN, at 2327 on September 20, 1973, the honorary secretary of Shoreham, Sussex, was told by the Coastguard that a yacht was in distress 20 miles south of Shoreham, the maroons were fired and Dorothy and Philip Constant, a 42' Watson lifeboat, launched at 2342.

There was a northerly gale blowing and a rough sea, combined with hail squalls and thunder. Visibility was moderate.

It was one hour before low water. On clearing the harbour a course was set for the casualty and communications established with MV Tagus, which was standing by the stricken yacht but unable to take off survivors due to the high wind and sea. Shortly afterwards communications became very bad due to an electrical storm, and the lifeboat having lost the lee of the land was soon in waves of 20'. At the height of the storm, lightning struck the water close to the lifeboat, illuminating the cabinand giving Assistant Mechanic Kenn Everard, who was holding the MF metal handset, a severe shock which threw him across the cabin.

At 0150, when close to the first reported position of the casualty, a yacht was sighted at 400 yards distance.

Coxswain John Fox tried to make contact with her crew, but with no success. He therefore asked MV Kenrix, which was in the area, to investigate this yacht while the lifeboat continued to the original casualty.

The wind was now gusting force 9 with a following sea in excess of 20' which caused the lifeboat to veer 30° either side of her intended course. Coxswain Fox did consider using the drogue but decided against it in order to maintain the best speed to the casualty.

At this time another yacht, Perseverence, reported that she was disabled, having lost her rudder. Shoreham lifeboat contacted her and ascertained that the crew were not in immediate danger.

Shortly after this HMS Lynx reported her position and offered to help, so Coxswain Fox asked her to stand by Perseverence.

At 0300 MV Tagus was sighted standing by the original casualty, the yacht Lugger. Lugger was lying bow to wind (N) and Coxswain Fox decided to try to 'run in and snatch' the survivors. The wind was now gusting force 10 with seas of 25' and lightning continuously illuminating the scene. The lifeboat approached from the north east on Lugger's starboard bow but had to put the engines full astern to avoid being forced on to the yacht's foredeck. A second successful attempt was made, with a girl and a man being lifted off as the lifeboat was knocked away. The yacht was left with her sea anchor streamed, but she was eventually washed up and wrecked on the French coast.

The lifeboat then set course for Perseverence, but was only able to drive into the large seas at half speed. At 0353 HMS Lynx asked Perseverence to fire a red flare. This was spotted by the lifeboat which then fired a white flare and asked the yacht to report the bearing. The yacht was 1| miles to the north east. The lifeboat closed Perseverence and Coxswain Fox said he would take off the crew but would not consider towing. HMS Lynx agreed with the coxswain, adding that she was prepared to stand by the yacht until first light. The lifeboat then set course for Shoreham Harbour, arriving on station at 0915.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain John Fox, and vellum service certificates to commemorate their participation in this rescue were presented to Second Coxswain Kenneth Voice, Motor Mechanic Jack Silverson, Assistant Mechanic Kenn Everard and Crew Members Keith Petherwick and David Wainwright.

Scotland North Division RSV aground 'WE CANNOT hold out much longer—• bumping heavily.' It was 0520 on January 12, just five minutes after extrawler, now rig safety vessel, Spearfish reported to the Coastguard at Lerwick, continued on page 189.