The boat was very quickly and efficiently recovered by a horde of enthusiastic helpers, in pouring rain and gale force winds, under the expert coordination of the head launcher, Ronald White.

For this service the silver medal for gallantry was awarded to Coxswain/ Mechanic John Herbert William 'Joe' Martin, and the bronze medal to Second Coxswain George Douglas White. The thanks of the Institution inscribed on vellum were accorded to Assistant Mechanic Harry Benton, Second Assistant Mechanic Robert Shoesmith and Crew Members Richard Adams, Michael Barrow, Albert White and Richard Read. A framed letter of thanks was awarded to Head Launcher Ronald White and letters of appreciation sent to Station Officer of HM Coastguard, C. B. Downing, Deputy Launching Authority, Manning Whiley, and the Commanding Officer, RAF Mansion.

Western Division Father overboard - daughter takes over HAVING HEARD from Aberdovey Coastguard at 1820 on August 10, 1974, that a member of the public had reported seeing someone falling out of a motor cabin cruiser crossing [Dovey Bar to seaward, Aberdovey honorary secretary immediately assembled the crew, and within seven minutes ILB B514, Guide Friendship I, was launched. Helmsman Anthony Mills was in command, with David Williams and Andrew Coghill as crew.

The wind was west north west force 6, and in the protected water of the inner Dovey estuary the sea was only slight.

It was low water at Aberdovey and on the seaward side of the bar the tidal stream was setting to the south. Visibility was good.

Course was set for the Inner Channel Buoy one mile to the west and on approaching it a motor cabin cruiser was sighted close by. Helmsman Mills took Guide Friendship I alongside the boat and, enquiring if help was needed, was told that all was well. The owner had not seen any other craft in distress, nor had he seen any distress signals.

Receiving a radio message from New Quay Coastguard that a speedboat had been sighted on the Dovey Bar firing red flares, the ILB immediately went out across the bar in the direction of the Outer Buoy. When clear of the rough and confused breaking seas on the bar, the ILB was stopped and an all-round search made. Nothing was sighted and Aberdovey Coastguard informed accordingly.

Running before a rough sea and heavy swell, a slow down-wind search was then made in the direction of Ynyslas Beach. When just under a mile from the shore and half a mile south of the Bar Buoy, Andrew Coghill sighted an object on the port bow, which was also seen by Aberdovey Coastguard.

It proved to be a man clutching a lifejacket.

Guide Friendship I closed with the man, who was helped into the boat. He was suffering from shock and exposure. Identifying himself as Mr.

W. Edmunds, owner of the cabin cruiser Lady Jane, he said that he had been thrown out of his boat by rough seas when crossing the bar, and there were three children still aboard.

Helmsman Mills asked that Borth1LB and a helicopter should be called out to help in the search for the three missing children, and Borth Coastguard was asked to start a beach search.

Course was directed to the north eastwards and, at about 1857, Aberdovey Coastguard reported sighting someone standing on South Bank, an isolated sand bank cut off from the shore and awash. Due to the heavy, confused seas the 1LB crew were unable to see anyone, but were directed by the Coastguard from his high vantage point ashore. As the ILB approached, wreckage was sighted and then a sunken boat with water breaking over her.

Shortly afterwards the person on South Bank was sighted to the eastward of the sunken boat. Between the wreck and South Bank two people were seen in the sea with heads just above the water; they were close together and one appeared to be helping the other.

Heavy surf was breaking around them and they were about 300 yards from the bank.

Helmsman Mills tried to close the two children, but it was difficult to manoeuvre the boat in the rough sea and heavy surf. He managed to get within 50 yards of them but the boat started to take the ground and was in danger of broaching. The crew members went into the water and tried to hold the boat head into the sea, but it was impossible. David Williams volunteered to swim on a line to the children, but the line was not long enough to allow him to reach them, so, discarding it, he continued wading and swimming in the heavy surf. Guide Friendship I stood off in deeper water.

On reaching the two children, Jayne Edmunds, aged 11, and Paula Ward, aged 11, David Williams helped them through the heavy surf to South Bank where they joined up with the third child, Paula's younger brother, aged 9.

The three children were taken through the shallow water to the southern end of South Bank, while the ILB landed on the beach 200 yards away, on the other side of the channel between the shore and the bank. Andrew Coghill waded out to South Bank and helped David Williams to bring the three children across the channel, which was about 5' deep, to the beach where they were reunited with Mr. Edmunds. They were all four placed into the care of Borth Coastguards.

At about 1910 a message was received from Aberdovey Coastguard saying that another boat had been sighted on the bar which could be in trouble. Guide Friendship 1 was re-launched and closed the boat; she was the motor cabin cruiser which had first been seen near the Inner Channel Buoy at the beginning of the service. The owner explained that he was searching for his friends in Lady Jane. Helmsman Anthony Mills explained what had happened and escorted the motor cruiser back into calmer water.

On approaching Aberdovey the ILB was signalled to close the beach at Ynyslas and take off the survivors.

They were landed at the ILB station and provided with showers and warm clothing.

The ILB was re-housed and made ready for further service by 1945.

Further investigation revealed that when Mr. Edmunds had fallen from the boat, Jayne, his 11-year-old daughter, had thrown him a lifejacket and had attempted to manoeuvre the boat towards him, but, in doing so, had shipped a considerable amount of water, making the boat unmanageable. She instructed the other two children to put on lifejackets, and then fired red distress signals. The three children were apparently washed out of the boat just before she sank. When rescued, Jayne was found to be supporting Paula and holding on to a lifejacket which she had not had time to put on. Had it not been for the action taken by Jayne Edmunds, the outcome of this incident could have been very different.

For this service the bronze medal for gallantry was awarded to Crew Member David Williams. The thanks of the Institution inscribed on vellum were accorded to Helmsman Anthony Mills and Crew Member Andrew Coghill.

Jayne Edmunds was awarded an inscribed watch.

South Eastern Division Father and son EASTNEY, HAMPSHIRE, ILB crew were alerted at 0315 on September 7, 1974, when the honorary secretary was informed by Shoreham Coastguard that red flares had been seen in the vicinity of Langstone Channel. ILB D184 was launched at 0343, by which time the casualty was being illuminated from shore by the Coastguard mobile patrol.

The wind was from the south south west force 9 with gusts to force 10. The sky was overcast and visibility very poor.

The tide had begun to ebb, giving wind over tide conditions, and launching was made difficult by a large swell running diagonally across the beach.

The run to the casualty was made at full speed directly down wind. The shore was obscured frequently in heavy rain squalls, but the boat ran well before the seas which became larger as the fetch increased. The directions from the Coastguard were so accurate that the ILB ran straight to the casualty, reaching her at 0359.

As they approached, the ILB crew saw that the boat was snubbing her anchor chain and taking seas over the bow. She was also yawing badly. The ILB passed down the starboard side and on rounding the stern met the full force of the gale. Helmsman Sydney Thayers, with great difficulty, managed to close the casualty's port quarter and with a combination of his skilful use of the engine and the strength of the crewmen theymanaged to retain contact with the boat.

A man was found tied to his 11-yearold son and both were lashed to the boat. With great difficulty they were transferred to the ILB. Both were suffering from shock and exposure and they were wrapped in the plastic blanket in preparation for the run back.

On leaving the casualty, at 0406, the ILB could make only very slow progress into the steep, short seas. Visibility was reduced to nil due to driving rain, spindrift and solid water. The survivors were landed in the lee at Eastney at 0431 and transferred to the Royal Portsmouth Hospital.

For this service the bronze medal for gallantry was awarded to Helmsman Sydney S. R. Thayers and to William Charles Hawkins, an operational swimmer.

The bronze second-service clasp was awarded to Dennis Faro. A letter of appreciation was sent to HM Coastguard for the excellent co-operation received during this service.

Western Division Outboard engine failed THE COASTGUARD informed New Quay honorary secretary at 1740 on July 30, 1974, that a small motor boat had been seen drifting towards the rocks about half a mile north of Trwyn-Croi, some four miles south of the station. Three minutes later the ILB launched with Assistant Motor Mechanic Mervyn Thomas in command, crewed by Richard Davies and Richard Phillips.

The wind was onshore, west south west force 6, and the sea rough. A heavy swell was running from the north west. It was just before high water at New Quay and a weak flood stream was setting to the northward.The ILB was kept close inshore, but because of the rough seas and heavy swell could only motor at a moderate speed. On passing Cwmtydu the motor boat with one person on board was sighted ahead anchored in a dangerous position about 150 yards from rocks at the base of very steep cliffs. At 1800 Helmsman Thomas closed the boat to learn from her owner that the outboard engine had failed and the boat had been blown inshore until the anchor had eventually brought-up and held. Two of the crew had abandoned the boat and swum ashore.

One man could be seen on a rock at the base of the cliff, apparently exhausted with surf breaking around him and in danger of being swept into the sea. A second man was seen lying down at the top of the cliff, in no immediate danger.

Helmsman Thomas decided to take the ILB in to the rocks and try to take off the man at the base of the cliff. The sea was rough and confused, with heavy swell running almost at 70° to the direction of the sea, and further aggravated by the reflected waves off the cliff.

The ILB was anchored and backed under power towards the cliffs. On nearing the rocks the engine was stopped, lifted, and the crew continued to back the ILB in under oars. On the first attempt at landing, the boat was lifted by a wave and swept broadside on to a rock, but the crew managed to pull clear by hauling on the anchor cable.

During the second attempt the ILB was completely overwhelmed by a heavy breaking sea and landed full of water on a rocky ledge close to the man in distress.

Crew Member Richard Phillips got ashore and made his way to the man.

The ILB being perched at an angle on the ledge, some of the water spilled back into the sea and the crew were able to turn her head to sea.

Richard Phillips helped the man into the ILB and in doing so damaged the radio aerial; at the same time the boat swept off the ledge, leaving Richard Phillips on a near-by rock. The next wave washed him off the rock into the sea and he was able to grab a line thrown to him by Helmsman Thomas and was hauled into the boat. The ILB was pulled clear of the rocks, the engine started and the anchor recovered.

When the ILB went back alongside the small motor boat at anchor, the CORRECTION The name of the New Brighton ILB helmsman who was awarded the silver medal for the service to an MFV aground off Perch Rock Light on June 8, 1974, is Edward Beverley Brown. We apologise to Mr Brown for the mistake in his Christian name published in the winter issue.— THE EDITOR.

owner was asked if he wished to be taken off, but he refused to leave his boat. It was now 1830.

The survivor being in poor shape, suffering from abrasions and exposure, it was decided to land him at Cwmtydu, just over a mile to the north, and Helmsman Thomas told the owner of the boat that he would then return immediately. Because of the damage to the aerial it was not possible to send a radio report to New Quay Coastguard, so, realising that the motor boat was dangerousely close to the rocky lee shore, and her owner was determined to remain with her, Helmsman Thomas ordered red flares to be fired to call out the New Quay lifeboat.

The survivor was landed at Cwmtydu into the care of D. Davies, a Coastguard reporting member. Richard Davies telephoned a situation report through to New Quay Coastguard and requested an ambulance.

The ILB was re-launched, returned to the motor boat and stood by until New Quay lifeboat arrived at 1905. A tow was passed and the boat was taken to Llangranog, two miles to the south, where she was safely beached and pulled ashore by tractor. The lifeboat and ILB returned to station and by 2115 were rehoused and made ready for service.

The man on the cliff was found by a member of the public and placed into the care of the Coastguard. Having swum ashore he managed to scale the cliff and in doing so received severe lacerations to his hands and feet.

For this service the bronze medal for gallantry was awarded to Helmsman Mervyn Thomas. The thanks of the Institution inscribed on vellum were accorded to Crew Members Richard Phillips and Richard Davies.

North Western Division Yacht aground THE POLICE informed Barrow coxswain, Robert Charnley, at 2300 on August 24, 1974, that an independent source had reported the sighting of a red flare north of Walney Island. They were advising HM Coastguard, who would be investigating further. Coxswain Charnley put crew members on stand-by.

On hearing again from the Coastguard at 2330 the assembly signal was made by the Coxswain. Herbert Leigh, a 46' 9" Watson class lifeboat, launched at 2340. The wind was south south west force 3 to 4, with a slight sea and moderate visibility; it was H hours before low water. Having been told that the exact position of the flares was unknown but was believed to be off the north end of Walney Island, near Lowsey Point, Coxswain Charnley made a course for the entrance of the River Duddon.

During the passage the weather and visibility deteriorated. The wind increased to south south west force 7 to 8 and visibility was poor in heavy rain.

Navigation was by dead reckoning, Herbert Leigh not being fitted with DF and the radar having failed shortly after launching. During the passage Coxswain Charnley fired white parachute flares and asked the Auxiliary Coastguard, stationed at Walney, to give him the bearing of these flares to help him with his navigation.

At 0210 the casualty was sighted right ahead, about 2 cables from the lifeboat.

She was aground about 1 miles north west of Lowsey Point. Seas were breaking over both the lifeboat and the casualty. The wind was still south south west force 7 to 8, with rough seas and poor visibility; the state of the tide was one hour to flood.

Coxswain Charnley, in assessing the situation, and having been in shallow water during the approach, at times with only 6' under the keel, decided to anchor the lifeboat to windward, veer down and pass a tow line to the yacht. He thought it too dangerous to attempt to go alongside and take off the people on board.

Following anchoring and veering down, a heaving line was passed to the yacht and then a tow line. These were secured and the lifeboat towed the yacht into deeper water.

It was decided to tow the yacht to Barrow Docks. In the weather prevailing the lifeboat was only able to go at one-third speed and the passage took some four hours. Lifeboat and tow arrived at Barrow Docks at 0610 and the lifeboat returned to station and was rehoused at 0700.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain Robert Charnley.

Vellum service certificates were presented to Second Coxswain Ernest Diamond, Motor Mechanic Frank Moore, Assistant Motor Mechanic Albert Benson and Crew Members Peter Charnley, Thomas Keenan, Paul Cochrane and Anthony Barber.

Eastern Division Yachtsman saves seven DURING THE FORENOON of September 1, 1974, a 23' outboard motor cabin cruiser left the River Crouch bound for the River Blackwater with five adults and two children on board. The crew had heard the BBC area weather forecast, giving winds of south west force 4 to 5, and it was decided that it was prudent to set out. All was well until the cruiser passed Foulness Point, when the boat cleared the lee of the land.

The wind was south south west, force 6, with cloud and occasional rain squalls. High water at Walton was predicted at 1227BST.

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The strong south westerly wind was causing a rough and confused sea, and the swell was estimated to be 10 to 12 high at times.

With great skill and determination, Coxswain Jones succeeded in reaching a position from which he was able to stem the tide and wind during the final approach, at the same time keeping just a little ahead of a heavy backwash sweeping in from the north.

The man was crouching on the southeast corner of a large exposed rock, the face of which was known to be steep-to.

Coxswain Jones told his son that he would put the stem of the boat against the rock, and instructed him to stand by to grab the man and drag him into the boat: he stressed that it was of the greatest importance to succeed on the first attempt. .

The boarding-boat was taken in to the rock face and, with great skill and courage Coxswain Jones was able to hold her in position long enough for Eric to grab the man and drag him over the gunwale into the boat. It took tremendous determination for a 14-year-old boy to hold on to a 13-stone man and eventually drag him aboard despite the rising and falling of the boat in the heavy swell.

With the survivor safely on board, the boat was backed off and returned to the lifeboat station through a gap in rocks estimated to be about 16 The man was taken off the rock at 2351 and landed at 2359, shocked and exhausted into the care of the honorary medical advisor. , . „ For this service the bronze medal for gallantry was awarded to Coxswain G J Jones and an inscribed wrist watch to' his son Eric. A medal service certificate was awarded to D. J. B. Lewis.

Western Division Ten rescued TOLD BY a member of the public at 1309 on August 10, 1974, that a dinghy being sailed singlehanded had capsized in Port Eynon Bay and her helmsman was having trouble righting her, J. Walter Grove senior crew member of Horton and Port Eynon ILB station, alerted the crew and went immediately to the beach. From there he sighted a capsized Enterprise dinghy about halt a mile to the south east and, after watching the helmsman make two unsuccessful attempts to right the boat, he decided to launch the ILB, informing Rhossili Coastguard.

The wind was offshore from the north west force 6 to 7, and the sea moderate.

It was two hours after high water at Port Eynon; off the coast the ebb tidal stream was running westwards, but in the bay a counter current was causing the capsized boat to be set eastwards to Oxwich Point. Visibility was good.

The ILB with Walter Grove in command and Peter Muxworthy and Lawrence Grove as crew, was launched at 1312 and set course at full speed for the Enterprise. As they arrived alongside at 1316, a recall flare was fired from the boathouse. The man in the water was advised to board the ILB and abandon his boat since there was not enough time to tow her to the beach; at 1324 he was landed at Horton, exhausted, into the care of the station Hearing that Rhossili Coastguard had reported a boat capsized in Oxwich Bay, A/.exhausted, station had Bay, service three miles east of the station, Helmsman Grove immediately re-launched the ILB and set course towards Oxwich.

The wind was now blowing a full force 7 and, as she cleared the lee of the land the ILB ran into rough water.

Rounding Oxwich Point at 1336 her crew sighted skin-divers in two inflatable boats about a quarter of a mile south of the rocky point. The boats, with four divers in one and five in the other, were lashed together and, from the way they were waving, the men obviously needed help. Off the point the seas were rough and confused with 15' breaking waves. The ILB closed the boats to learn that both had suffered engine failure and were out of control; they were being carried by wind and tide to the south west, away from land into rougher water. Because of the state of the sea it was not possible to take off all the divers, so four were taken off from one boat and the remaining five were told that a helicopter would be called out to pick them up. A report was made by radio to Rhossili Coastguard landrover, with a request for a helicopter and also a shore boat to cover the capsize in Oxwich Bay.

The nearest place to land the survivors would have been Oxwich but, considering it unwise to run before the heavy sea, Helmsman Grove took the ILB slowly back towards Horton. On his way in he heard from the Coastguard that no helicopter was available. So, having landed the four men at Horton at 1358, the ILB immediately started back towards the inflatable boats.

Although an allowance was made for the south-westerly set and drift, when the ILB reached a position three quarters of a mile south south west of Oxwich Point nothing was sighted.

However, the Coastguard, up on the Point was able to direct her towards the casualty, which was about one mile further to the south south west. The wind had now increased to force 8, and wave heights were estimated to be about 30' The casualty was not sighted until about a quarter of a mile off, when both ILB and inflatable boats crested waves at the same time, and was not seen again until about 100 yards off.

Attempts to get alongside the one boat were hampered by the second, which was veering about on the end ot a line On the fourth attempt, however, the five divers were able to leap together into the ILB, which then set course back to Horton.

The return journey was extremely hazardous. The force 8 sea state was aggravated by a contrary tidal stream and waves were breaking over the ILB which was full to the transom. With the throttle fully opened the boat was making about 3 to 4 knots; just enough to maintain steerage way. The self-draining plug was removed, but this had no effect until the shelter of the bay was reached.

(continued on page 301).