South Eastern Division Boarding boat rescue from saltings REQUESTING THE LAUNCHING of Calshot lifeboat at 2207 on Thursday, January 29, HM Coastguard told the honorary secretary that at 2054 a red flare had been reported in Ashlett Creek and. in view of the very shallow water in this marsh area, Hamble Rescue, one of the several independent rescue units operating in the Solent, had been asked to help. Their inshore rescue boat, a Boston whaler, launched from Hamble and set course for Ashlett Creek, but, as a result of the severe weather, had difficulty in finding the channel in the creek and when first one and then both engines failed she was, at 2201, driven ashore on to the saltings.

Thus, at 2207, the Ashlett Creek area contained two separate boats in difficulty with a total of three people in jeopardy.

Calshot crew were called out by 'Weeper' and the 40' Keith Nelson lifeboat Ernest William and Elizabeth Ellen Hinde slipped her moorings at 2220 and ran north towards Ashlett Creek, towing Calshot's 15' 6" RFD inflatable boarding boat. Coxswain James Mayor had decided before slipping that because of the shallow marshy nature of the area the lifeboat would not be able to get close enough to effect a rescue direct or by breeches buoy; any chance of success depended on the use of the almost draftless inflatable dinghy.Calshot Coastguard recorded the wind to be 140°T, gale force 8 gusting at times to severe gale force 9. It was high water; visibility about five nautical miles. It was bitterly cold with an air temperature of I°F below zero. Gales from the south east had been blowing continuously for the previous 24 hours.

By 2226 Ernest William and Elizabeth Ellen Hinde had covered the mile distance between her moorings and the entrance to Ashlett Creek and anchored.

Calshot Coastguard mobile ashore in the area recorded wind direction east south east, 44 knots (force 9).

At 2240, not without difficulty in the prevailing weather, the boarding boat set off from the lifeboat under power from her 6 hp outboard with Crew Members Peter King, Christopher Smith and John Street, aboard. Coxswain Mayor had flares placed aboard the inflatable before allowing her to leave but, still concerned about the lack of radio communication, asked that Calshot mobile should advise the lifeboat immediately the inflatable was first sighted and then send regular reports.

The south-easterly sea was breaking across the marshes which appeared one mass of white water both from the land and from seaward. Having located the entrance to Ashlett Creek the boarding boat went up the channel and reached the first casualty at about 2300, where a .

man was transferred to the RNLI inflatable and landed ashore to the Coastguard Land Rover at Ashlett Quay at 2320.

At 2325 the boarding boat left Ashlett Quay to start the search for the Hamble inshore rescue boat. At about 2330 the second casualty was sighted aground on the marshes some several hundred yards off the main channel. The tide had now started to ebb and it was clear that the Hamble boat would be marooned on the marshes all night in sub-zero temperatures.

The next 15 minutes were the most difficult of the service. The area comprises numerous banks and gullies, so that the boarding boat was constantly grounding. For most of the two to three hundred yards the crew took it in turns to drag the boat over the mud banks.

Two of the crew would drag the boat while the third man remained aboard to give help as required. The two crew hauling were frequently up to their armpits in water and at times out of their depth, having to be pulled on board by the third member of the crew.

At 2345 Peter King, Christopher Smith and John Street had dragged the boarding boat up to the grounded Boston whaler where both occupants were found to be extremely cold and numb. The two Hamble crew members were taken safely aboard the inflatable, the whaler abandoned, and at 2351, the journey to rejoin Calshot lifeboat begun.

Once again, until the channel was reached, the three Calshot crew members drove and hauled the boarding boat over the undulating marsh of the saltings. Once into deeper water, course was set for Ernest William and Elizabeth Ellen Hinde, lying off the creek entrance at anchor. As soon as she was clear of the little amount of lee provided by the creek the boarding boat was taking head seas continuously and was full most of the time so that all aboard were up to their waists in water. The wind was estimated to be east south east force 8 to 9 with 5 to 7 foot seas.

By 0030 five very cold and numb men had laid the boarding boat alongside the lifeboat and had been helped below where blankets and hot drinks awaited them. All were so exhausted that they had been unable to climb aboard the lifeboat unaided. The 6 hp Evinrude boarding boat engine had given unfailing service even on the return across the marshes when it was partially under water at times.

Ernest William and Elizabeth Ellen Hinde with the boarding boat in tow set course for her moorings, which were reached at 0115. Five minutes later the Hamble Rescue crew had been taken ashore and were in the care of the Coastguard.

For this service the bronze medal for gallantry was awarded to Crew Members Peter J. King, Christopher J.

Smith and John A. Street. Medal service certificates have been presented to Coxswain James A. Mayor, Second Coxswain James W. M. Collis, Motor Mechanic Samuel L. Tanner and Crew Member Raymond Scholes.Scotland North Division Crew of five rescued ABERDEEN LIFEBOAT, the 52' Bamett Ramsay-Dyce, slipped her moorings at 1854 on Friday, March 12, and headed for Aberdeen Bay, after information had been received from HM Coastguard that MFV Karemma was broken down outside the harbour.

The weather was overcast and clear with a south-easterly wind force 7. Very rough, heavy seas were breaking in Aberdeen Bay and the tide was two hours after low water.

Ramsay-Dyce cleared the harbourbreakwaters at 1858, her engine speeds being adjusted frequently as she felt her way through the seas; throughout the service Acting Coxswain Charles Begg manned the helm and Motor Mechanic Ian Jack manned the engine controls, the whole crew working as a perfect team.

Karemma had no steerage and although she had been using engines astern to try to combat drift she had been driven north and west by the wind and was slowly being driven towards the beach. A tug, Sea Trojan, trying to salvage Karemma, had gone alongside to put a line aboard, but she had rolled and damaged the MFV and the line had parted. When the lifeboat reached the casualty at 1913 the tug was lying off.

By this time Karemma was about four cables due east of the pavilion and heading west. As the lifeboat approached, the MFV crew first asked for a towline to be passed, but agreed to abandon ship when the nearness of the surf was pointed out.

With skilful use of helm and engines the lifeboat went alongside, port side to starboard quarter. Two survivors were quickly taken off before a steep, rolling sea first drove the casualty down on to the lifeboat and then separated the two vessels, filling the wheelhouse of the lifeboat and rushing into the after cabin.

At this time flood tide against wind was steepening the heavy seas and causing the tops to roll, the effect being magnified by the ever-nearing beach.

By skilful manoeuvring Ramsay-Dyce was again brought alongside Karemma in the same position as before, a rope was passed from the casualty and made fast to the lifeboat's bow and two more survivors taken off. Once again a sea forced Karemma down on to Ramsay- Dyce before rolling her away, breaking the rope and separating the two boats.

The lifeboat was brought alongside a third time; the fifth and last survivor was taken aboard and Ramsay-Dyce thencleared astern. It was 1930 and Karemma was about three cables east of the dance hall.

Ramsay-Dyce headed south and east to gain sea room before streaming her drogue to re-enter harbour through the very confused cross sea and swell. She berthed at her mooring with all five survivors aboard at 2010 after what was to be her last service at Aberdeen before being replaced on station by the 54' Arun lifeboat BP Forties.

For this service, carried out quickly and efficiently with great courage, the bronze medal for gallantry was awarded • to Second Coxswain Charles Begg. The thanks of the Institution inscribed on vellum were awarded to Motor Mechanic Ian Jack and medal service certificates were presented to Assistant Mechanic George Walker and Crew Members William Cowper, Andrew Walker and Francis Cruickshank.North Western Division Canoes caught out WHILE ON EXERCISE, on Saturday May 15, Beaumaris ILB Blue Peter II learned, at 1350, that a group of 20 canoeists from the Nelson Outdoor Pursuit Centre at Llanfair were out in the Menai Straits opposite Moel-y-Don and had been overtaken by bad weather. Eight canoes had capsized. A safety boat was in attendance but could not fully deal with the situation. A rescue helicopter from RAF Valley had been alerted.

There was a south-westerly gale blowing. The tide was running against the wind, resulting in steep, 6' waves with breaking crests. Visibility was moderate and it was raining.

Three canoeists were picked up and taken on board the ILB and one of the capsized canoes was taken in tow to Port Dinorwic where the survivors were landed.

The ILB returned to the scene and continued to search, when it was learned that another survivor had been rescued by a local boat. The remaining canoes had been lashed together to form rafts and had made their way ashore.

The ILB eventually returned to her station and was re-housed at 1830.

A donation to branch funds was received from the Nelson Outdoor Pursuit Centre.

Western Division Capsized motor cruiser AT 1150 ON FEBRUARY 22, Skipper Tony Meyler, on board MFV Western Seas lying alongside in Aberystwyth Harbour, was told by Peter Kokelaar that the motor cruiser Annabel II had just capsized in heavy surf near the harbour entrance. Aberystwyth ILB was tempo-rarily off service and it had been arranged by the station that Western Seas should act as standby boat for emergencies.

Telling his crew to prepare his boat for sea, Skipper Meyler ran up on to the promenade to ascertain the position of the casualty; she was lying upsidedown in a very heavy ground swell and surf with her bows pointing south west, about 150 yards west north west of the end of the north harbour arm and setting north-eastwards into shallow water. Survivors could not be seen and, knowing the vessel's layout, Tony Meyler assumed that her crew must be trapped in the wheelhouse. Western Seas sailed at 1153 with seven men on board, all but one of them ILB crew members.

The wind was offshore, south east force 5, and a very heavy ground swell, 12 to 14 feet high, was sweeping clear over the south harbour arm. Visibility was good and the sky overcast. It was about three quarters of an hour before high water, and the tidal stream was setting north north east at about 1 knot.

On arrival at the harbour entrance, Annabel II was seen, rising and falling on the ground swell, about 60 yards from the north arm and still drifting to the north east. Alan Blair, a volunteer crew member and senior inshore lifeboatman at Aberystwyth, having offered to swim on a line to the casualty to attempt an underwater search, Tony Meyler approached Annabel II and hove to about 80 to 90 feet to seaward of her, Wearing his ordinary clothing and an RNLI lifejacket, Alan Blair entered the water attached to a 2" polypropylene rope. He was tended from the stern of Western Seas by Keith Stone, joint owner of the fishing vessel and her regular crew and also an ILB crew member.

Alan Blair, hampered by his clothing, lifejacket and heavy surf, succeeded in reaching the casualty and banged on the up-turned hull, but there was no response. The time was 1200; more than ten minutes had passed since the capsize.

Regardless of his own safety, Alan Blair surface dived three or four times in an effort to see if the crew were trapped beneath the boat, but visibility was poor in the confused and shallow water. The violent movement of the boat prevented him from swimming under it. He continually banged the hull in the hope that the crew were trapped in an air space.

Using the bight of his safety line, Alan Blair tried to secure it to the foredeck cleat of the up-turned boat, but was prevented from doing so by the rise and fall and breaking surf. He eventually succeeded in securing the line to the boat's pulpit rail and passed the signal to Western Seas to start towing. The time was 1205.

Tony Meyler estimated that there was only about four feet of water beneath his boat when in the trough of the ground swell, and was relieved to receive the signal to start towing. Western Seas was headed westward into the sea and began to tow Annabel II into deeper water but, shortly after the tow started, Tony Meyler was suddenly forced to increase speed to maintain steerage way as an exceptionally high breaking wave swept down on to Western Seas. The sudden increase in tension on the tow line tore the pulpit rail off Annabel H's foredeck.

Alan Blair, still attached to the line, was dragged through the water and became fouled by the pulpit rail.

Western Seas was stopped, Keith Stone slacked away on the tow line and Alan Blair was able to release himself from the line. With the line inboard, Tony Meyler took Western Seas in a round turn to port and hove to about 30 feet off the casualty. A lifebelt attached to a line was thrown to Alan Blair who was trying to swim towards the fishing vessel.

He was pulled back on board Western Seas at 1210, having been in the water for about 13 minutes at an estimated sea temperature of 46°F.

Western Seas stood off into calmer waters and it was the unanimous opinion of all on board that, with the casualty drifting north-eastwards towards the beach, there was little they could do, and that there was very little chance of finding anyone alive in Annabel II.

Returning to harbour at 1224 the crew of Western Seas went straight to the beach to help recover the casualty, which.

was almost ashore. She was pulled into the spent surf at 1230 and righted. Her cabin was found to be smashed and two bodies were recovered and placed into the care of a local hospital surgeon and ambulance crew. The wrecked boat was secured to the promenade railings and left to dry out as the tide fell away.

For this service the bronze medal for gallantry was awarded to Senior Crew Member Alan Blair. The thanks of the Institution inscribed on vellum have been accorded to Tony Meyler, skipper of MFV Western Seas and ILB crew member, and medal service certificates presented to Keith Stone, crew of Western Seas and ILB crew member, Leonard Gurnett, deputy launching authority Aberystwyth, Crew Members Tommy Ridgeway and Graham Edwards, and Robert Lewis, a volunteer.

Scotland South Division Adrift on ebb tide TWO SAILING DINGHIES capsized off Crail Harbour were reported to the honorary secretary of Anstruther lifeboat station by HM Coastguard at 1524 on Saturday, May 8. A local rescue boat had been asked to go out and the call was a forewarning. The lifeboat crew were alerted, but at 1530 the emergency was cancelled and the crew stood down.

At 1605 the Coastguard telephoned again, requesting the launch of the lifeboat as the rescue boat had broken down and one of the dinghies was still adrift and being swept north-eastwards on the ebb tide.

It was cloudy with good visibility, a moderate to fresh south-westerly breeze was blowing and the sea was choppy when, at 1632, the 37' Oakley lifeboat The Doctors was launched. She set off at full speed as the casualty was by now heading for The Brigs.

At 1714 the lifeboat came up with the casualty, a Mirror dinghy with two people on board. Both people and boat were taken on board the lifeboat, which returned to her moorings at 1830. She was re-housed at 2028.

North Eastern Division Engine failed MEMBERS OF REDCAR ILB CREW, Standing by in the boathouse on Thursday morning, June 10, sighted, at 1000, a red flare beyond Saltscar Buoy some three miles east of the ILB station.

The ILB was launched at 1005 in a a near gale blowing from the west south west. Visibility was good. Reaching the casualty, High Hopes, at 1012 she found that the motorboat's engine had failed and her anchor was dragging. She was drifting seawards. One of her crew was taken on board the ILB but the other two remained in High Hopes while she was taken in tow to Redcar beach.

The ILB returned to her station and was re-housed at 1200.

Western Division Fire HM COASTGUARD INFORMED the honorary secretary of Cardigan ILB station at 1224 on Wednesday, June 16, that a vessel was on fire four miles north of Cardigan Head. There was moderate visibility and a light westerly breeze.

The sea was choppy and the tide was at two hours ebb, when, at 1233, the ILB was launched. She reached the casualty, the converted fishing vessel Suandra, some 12 minutes later and found that her crew of two had taken to their dinghy as Suandra had on board some 800 gallons of fuel and numerous diving air cylinders and there was a serious risk of explosion.

The two men were taken on board the ILB and the explosion hazard was reported to the Coastguard, who asked the ILB to keep well clear of the blazing boat but to remain in the vicinity to warn off shipping.

Meanwhile, a helicopter had been alerted and the New Quay 37' Oakley lifeboat Birds Eye had been launched, at 1255, and was on her way to relieve the ILB. The boom defence vessel Uplifter was also on her way and on arrival at 1314 began dealing with the fire.

Birds Eye arrived at 1330, the two survivors were transferred to her andshe remained in the vicinity until 1545, by which time the fire had been extinguished.

The ILB returned to Cardigan where she was re-housed at 1540.

The owner of Suandra borrowed two pumps from Uplifter and, with the help of two of the lifeboat's crew, these were manned while the boat was being towed by Birds Eye to New Quay.

On arrival, at 1840, Suandra was beached and her crew put ashore. The lifeboat was eventually re-housed at 0030 on June 17.

South Eastern Division Near gale in Chichester Harbour A CAPSIZED SAILING DINGHY with children and an adult in the water, sighted at the entrance to Emsworth Channel some five miles from Hayling Island ILB station, was reported to the honorary secretary by HM Coastguard at 1412 on Friday, May 14.

There was a near gale blowing from the south west, the sea was moderate and there was a full spring tide ebbing at the main area of operations. As the weather and sea were so forbidding, the ILB station was already manned.

Within a minute the ILB was launched and ten minutes later found the capsized dinghy, from a sailing school, with three children and an elderly man, who had been keeping the situation under control, clinging to the hull. Conditions were far from easy with strong winds against the ebb tide, but they were all taken on board and landed, none the worse, at Emsworth Quay.

Meanwhile, a helicopter which had been called to the scene reported a capsize in an isolated position some seven miles off in Thorney Channel. No crew were evident. As the ILB was so far off and already occupied, the Hayling Island Sea Rescue and Research Organisation (HISRrO) inflatable rescue boat was launched. She reached the scene of the capsized dinghy in about five minutes and, finding no sign of the crew, began a search.

Having landed the crew of the first capsize, the ILB was making full speed for this new incident when she came upon the sailing school's attendance boat towing in the first dinghy. Just at this moment, the attendance boat had her propeller fouled by a rope, but the ILB's swimmer soon had it cut free, enabling the boat to go on her way with her tow.

The ILB continued on her course to the scene of the second incident, where her crew saw three people on an isolated sandbank; not, as it happened, from the abandoned sailing dinghy but from a cruiser which had grounded and had been towed off by another craft— they had gone over the side to lighten and push their boat off and had been left behind. The HISRrO inflatable, being the lighter of the two rescue boats, was asked to rendezvous with the ILB and effect the rescue of the three stranded people, all elderly, and take them to Itchenor, leaving the ILB to continue the search for the crew of the capsized dinghy.

After landing these three people at Itchenor, the HISRrO inflatable returned to the scene and towed the capsized dinghy to West Wittering, where she was registered. They also tried, without success, to obtain information about her owner. The Coastguard later found out that her crew of three had been picked up by a passing boat, but meanwhile the search had continued.

Two further events intervened at this time. A large day cruiser, Merry Dancer, had run into rough water over Chichester Bar and had been dismasted. This incident was 'under control' but needed 'checking out'.

The second incident was a capsized sailing dinghy with two crew clinging to her which was being swept out on the strong tidal outfall towards the very rough sea off West Wittering. The honorary secretary decided that the dinghy's crew were in the greater danger and diverted the ILB to her, sending the HISRrO inflatable to Merry Dancer.

The ILB finally picked up the dinghy's crew of two, cut clear the buckled mast and gear and returned all to Hayling Island Sailing Club. The HISRrO boat escorted Merry Dancer to the calmer waters of the harbour.

Both rescue boats returned to their station and were re-housed at 1740.

Ireland Division Broken mast A RED BAY CREW MEMBER, N. Murray, saw from his home a sailing dinghy in trouble on Saturday, June 12. He informed the deputy launching authority and the call out was signalled at 1915.

The ILB launched three minutes later and set course for the dinghy, two miles south east of the station. The wind was westerly, strong force 6 gusting to near gale force 7. The dinghy, with a threeman crew, was found to have her mast broken in three places. She was towed back to the slipway. The ILB was rehoused at 1950.

Scotland North Division Danish fishing vessel aground KIRKWALL COASTGUARD fired maroons to alert the lifeboat at 2045 on Friday, March 5, having seen a fishing vessel, Marianne Bodker of Denmark, ashore on Coubister Skerries.

The 70' Clyde lifeboat Grace Pater son Ritchie set out at 2055 and found Marianne Bodker aground, pounding and rolling heavily. The wind was southerly, blowing at gale force, the sea was rough and it was low water. The lifeboat had great difficulty in approaching the casualty owing to the shallow water and reefs and did in fact touch bottom, slightly damaging one of her propellers.

Eventually a towline was made fast and at 2310, after several attempts, Grace Paterson Ritchie succeeded in refloating Marianne Bodker and escorted her into Kirkwall, where the fishing vessel was examined by a diver for possible damage. The lifeboat returned to her moorings at 0045 on March 6.

A donation was made to the Institution by the fishing vessel's insurance brokers.

Western Division Engine broken down ON TUESDAY, MAY 11, HM Coastguard informed the honorary secretary of Tenby lifeboat station at 1337 that a motor yacht, Jondee of Saundersfoot, was in trouble 300-400 yards off Lydstep Head, some five miles west of the lifeboat station. Her engine had broken down and she was dragging her anchor.

There was a moderate south-westerly breeze and the tide was four hours flood. Had Jondee continued to drag her anchor she almost certainly would have been wrecked on Lydstep Head, where heavy surf was breaking. She had a crew of two and eleven other people on board.

The 46' 9" Watson lifeboat Henry Comber Brown was launched at 1347, closed the casualty at 1415 and took her in tow to Saundeisfoot, where they arrived at 1515. The lifeboat then returned to her station and was rehoused at 1630.

South Western Division On edge of surf A DORY IN TROUBLE just outside (he surf at Polzeath, six miles west of Port Isaac lifeboat station, was reported to the honorary secretary by HM Coastguard at 1751 on Sunday, May 30.

It was overcast with visibility about four miles. There was a fresh southsouth- westerly breeze, the sea was moderate and the tide was at five hours flood when, at 1754, Port Isaac ILB was launched. She came up with the casualty, the 13' dory Yukkie with two people on board, at 1818. Meanwhile the yacht Mandriella, which had gone to Yukkie's assistance, found herself in difficulties as her steering linkage had parted.

There was a heavy swell running and both boats were within minutes of being enveloped in the surf. Fortunately another vessel, Tri-Star of Padstow, was in the vicinity and went to the help of Mandriella, taking her in tow and leaving the ILB free to take Yukkie inshe remained in the vicinity until 1545, by which time the fire had been extinguished.

The ILB returned to Cardigan where she was re-housed at 1540.

The owner of Suandra borrowed two pumps from Uplifter and, with the help of two of the lifeboat's crew, these were manned while the boat was being towed by Birds Eye to New Quay.

On arrival, at 1840, Suandra was beached and her crew put ashore. The lifeboat was eventually re-housed at 0030 on June 17.

South Eastern Division Near gale in Chichester Harbour A CAPSIZED SAILING DINGHY with children and an adult in the water, sighted at the entrance to Emsworth Channel some five miles from Hayling Island ILB station, was reported to the honorary secretary by HM Coastguard at 1412 on Friday, May 14.

There was a near gale blowing from the south west, the sea was moderate and there was a full spring tide ebbing at the main area of operations. As the weather and sea were so forbidding, the ILB station was already manned.

Within a minute the ILB was launched and ten minutes later found the capsized dinghy, from a sailing school, with three children and an elderly man, who had been keeping the situation under control, clinging to the hull. Conditions were far from easy with strong winds against the ebb tide, but they were all taken on board and landed, none the worse, at Emsworth Quay.

Meanwhile, a helicopter which had been called to the scene reported a capsize in an isolated position some seven miles off in Thorney Channel. No crew were evident. As the ILB was so far off and already occupied, the Hayling Island Sea Rescue and Research Organisation (HISRrO) inflatable rescue boat was launched. She reached the scene of the capsized dinghy in about five minutes and, finding no sign of the crew, began a search.

Having landed the crew of the first capsize, the ILB was making full speed for this new incident when she came upon the sailing school's attendance boat towing in the first dinghy. Just at this moment, the attendance boat had her propeller fouled by a rope, but the ILB's swimmer soon had it cut free, enabling the boat to go on her way with her tow.

The ILB continued on her course to the scene of the second incident, where her crew saw three people on an isolated sandbank; not, as it happened, from the abandoned sailing dinghy but from a cruiser which had grounded and had been towed off by another craft— they had gone over the side to lighten and push their boat off and had been left behind. The HISRrO inflatable, being the lighter of the two rescue boats, was asked to rendezvous with the ILB and effect the rescue of the three stranded people, all elderly, and take them to Itchenor, leaving the ILB to continue the search for the crew of the capsized dinghy.

After landing these three people at Itchenor, the HISRrO inflatable returned to the scene and towed the capsized dinghy to West Wittering, where she was registered. They also tried, without success, to obtain information about her owner. The Coastguard later found out that her crew of three had been picked up by a passing boat, but meanwhile the search had continued.

Two further events intervened at this time. A large day cruiser, Merry Dancer, had run into rough water over Chichester Bar and had been dismasted. This incident was 'under control' but needed 'checking out'.

The second incident was a capsized sailing dinghy with two crew clinging to her which was being swept out on the strong tidal outfall towards the very rough sea off West Wittering. The honorary secretary decided that the dinghy's crew were in the greater danger and diverted the ILB to her, sending the HISRrO inflatable to Merry Dancer.

The ILB finally picked up the dinghy's crew of two, cut clear the buckled mast and gear and returned all to Hayling Island Sailing Club. The HISRrO boat escorted Merry Dancer to the calmer waters of the harbour.

Both rescue boats returned to their station and were re-housed at 1740.

Ireland Division Broken mast A RED BAY CREW MEMBER, N. Murray, saw from his home a sailing dinghy in trouble on Saturday, June 12. He informed the deputy launching authority and the call out was signalled at 1915.

The ILB launched three minutes later and set course for the dinghy, two miles south east of the station. The wind was westerly, strong force 6 gusting to near gale force 7. The dinghy, with a threeman crew, was found to have her mast broken in three places. She was towed back to the slipway. The ILB was rehoused at 1950.

Scotland North Division Danish fishing vessel aground KIRKWALL COASTGUARD fired maroons to alert the lifeboat at 2045 on Friday, March 5, having seen a fishing vessel, Marianne Bodker of Denmark, ashore on Coubister Skerries.

The 70' Clyde lifeboat Grace Pater son Ritchie set out at 2055 and found Marianne Bodker aground, pounding and rolling heavily. The wind was southerly, blowing at gale force, the sea was rough and it was low water. The lifeboat had great difficulty in approaching the casualty owing to the shallow water and reefs and did in fact touch bottom, slightly damaging one of her propellers.

Eventually a towline was made fast and at 2310, after several attempts, Grace Paterson Ritchie succeeded in refloating Marianne Bodker and escorted her into Kirkwall, where the fishing vessel was examined by a diver for possible damage. The lifeboat returned to her moorings at 0045 on March 6.

A donation was made to the Institution by the fishing vessel's insurance brokers.

Western Division Engine broken down ON TUESDAY, MAY 11, HM Coastguard informed the honorary secretary of Tenby lifeboat station at 1337 that a motor yacht, Jondee of Saundersfoot, was in trouble 300-400 yards off Lydstep Head, some five miles west of the lifeboat station. Her engine had broken down and she was dragging her anchor.

There was a moderate south-westerly breeze and the tide was four hours flood. Had Jondee continued to drag her anchor she almost certainly would have been wrecked on Lydstep Head, where heavy surf was breaking. She had a crew of two and eleven other people on board.

The 46' 9" Watson lifeboat Henry Comber Brown was launched at 1347, closed the casualty at 1415 and took her in tow to Saundeisfoot, where they arrived at 1515. The lifeboat then returned to her station and was rehoused at 1630.

South Western Division On edge of surf A DORY IN TROUBLE just outside (he surf at Polzeath, six miles west of Port Isaac lifeboat station, was reported to the honorary secretary by HM Coastguard at 1751 on Sunday, May 30.

It was overcast with visibility about four miles. There was a fresh southsouth- westerly breeze, the sea was moderate and the tide was at five hours flood when, at 1754, Port Isaac ILB was launched. She came up with the casualty, the 13' dory Yukkie with two people on board, at 1818. Meanwhile the yacht Mandriella, which had gone to Yukkie's assistance, found herself in difficulties as her steering linkage had parted.

There was a heavy swell running and both boats were within minutes of being enveloped in the surf. Fortunately another vessel, Tri-Star of Padstow, was in the vicinity and went to the help of Mandriella, taking her in tow and leaving the ILB free to take Yukkie intow. Both boats were towed to Rock where their crews were landed. The ILB returned to her station and was re-housed at 1949.

North Western Division Escort A CARGO VESSEL, Ivy, taking water and listing 15 miles south of Douglas Head, was reported to the honorary secretary of Douglas lifeboat station by HM Coastguard at 0900 on Saturday, January 3, and at 0920 the 46' 9" Watson lifeboat R. A. Colby Cubbin No. 1 launched in a north-west gale with rough sea and good visibility. It was three hours to low water.

The lifeboat came up with Ivy at 1034 and started to escort her to a safe anchorage in Douglas Bay; but, only three miles from shore, the cargo vessel changed course and headed out to sea.

The lifeboat followed and when the cargo vessel stopped engines four miles south east of Douglas Head, Coxswain John Griffiths persuaded her captain to accept an escort to safe anchorage.

Two-and-a-half miles from shore, however, Ivy again stopped engines.

At 1300 Ivy lowered her ship's lifeboat and R. A. Colby Cubbin No. 1 went alongside and took on board the crew of seven, although, after some discussion with his captain, the engineer rejoined his ship.

Second Coxswain Robert Corran went on board and having persuaded the captain to accept an offer of help, acted as pilot when, at 1502, Ivy made her way to Douglas Bay. Meanwhile the lifeboat headed for station with six crew members from Ivy on board; they were landed at Douglas at 1539 before R. A. Colby Cubbin No. 1 took customs officials out to the cargo vessel and retrieved the second coxswain. After giving all the help she could, the lifeboat left the cargo vessel at 1708 and returned to station at 1810.

Next morning, at 0915 on Sunday, January 4, the Coastguard informed the honorary secretary that, as the weather was deteriorating and Ivy was at anchor in Douglas Bay with only two crew on board, her captain should be advised to move to a safer anchorage in Ramsey Bay. The captain disagreed and refused to move.

At 1315, in view of the weather conditions, the lifeboat was placed on standby. The rest of the crew of the cargo vessel, who were still ashore, did not wish to rejoin their ship, but the captain still refused to move. As there was little the lifeboat could do in the circumstances the standby was cancelled at 1450.

Some two hours later word was received that the cargo vessel had weighed anchor and was sailing eastwards.

At 1615 R. A. Colby Cubbin No. 1 launched in a south-west-by-west strong breeze with a rough sea and poor visibility and escorted Ivy until, at 1659, Ramsey lifeboat took over. She returned to station at 1735.

Eastern Division On service 11 hours ON MONDAY, MAY 31, HM Coastguard informed the honorary secretary of Walmer lifeboat station that a cabin cruiser had broken down in a position some three to four miles south east of the lifeboat station; she was drifting towards the Goodwins and needed help. An accompanying cabin cruiser was unable to close her because she was too near the sandbanks.

There was a gentle to moderate westnorth- westerly breeze, the sea was choppy and it was low water. Visibility was poor with misty rain.

At 1816 the 37' 6" Rother lifeboat Hampshire Rose was launched. She setcourse for the casualty but on the way received a radio call from the Coastguard saying that another cabin cruiser in the vicinity of East Goodwin Lightvessel was making water badly and needed help. Coxswain Bruce Brown told the Coastguard that he would close the first casualty, take off her crew, anchor her in a safe position and then go on to the East Goodwins area.

At 1850 Hampshire Rose was alongside the first casualty, a 22' cabin cruiser Phase II. Her crew of three were taken aboard the lifeboat but considerable difficulty was experienced in anchoring her due to damage forward and lack of cable length. However, the lifeboat crew did the best they could and then, as there was not enough water for them to steam directly north-eastwards to the lightvessel, made a detour round South Calliper.

The lightvessel was reached at 2100 and the 36' cabin cruiser Raven was found made fast astern, her sole occupant exhausted with pumping and bailing. The lifeboat crew helped with the pumping out and eventually Raven was taken in tow around Goodwin Knoll and into Ramsgate Harbour.

Meanwhile, the Coastguard had despatched a local boat to tow Phase II into Dover but, because of poor visibility in fog and misty rain, she could not be found.

Coxswain Brown left Ramsgate and made for the southern Downs to search for her and, with the help of the Coastguards, a radar echo was spotted off Kingsdown. Continuing on course the lifeboat found this to be the missing Phase II, dragging her anchor. With some difficulty a towline was made fast and Ramsgate Harbour was reached in safety.Hampshire Rose eventually returned to her station at Walmer at 0520 on Tuesday, June 1, having been on service for over 11 hours.

South Eastern Division Immediate help A REQUEST FROM HM COASTGUARD to evacuate a severely scalded baby from Hayling Island was received at Eastney ILB boathouse at 1740 on Sunday, June 27. The duty crew immediately launched the Atlantic 21 Guide Friendship II and embarked the baby, mother and a member of the Havant Ambulance Service. All three were landed at Eastney beach at 1744 where an ambulance was waiting to rush the mother and her injured baby to the Royal Hospital under police escort.Guide Friendship returned to station and was re-housed at 1748, the whole action from receipt of the first information to re-housing lasting only eight minutes. The prompt action of Eastney ILB had helped to save the baby's life.

Ireland Division Fishing boat sinks ROSSLARE HARBOUR PORT AUTHORITY informed the deputy launching authority at 2220 on Saturday, June 19, that MFV Hopeful with two men on board was taking water and sinking rapidly in a position about two miles north west of the lifeboat station.

The sea was calm and the tide two hours before high water when, at 2235, the 48' 6" Solent lifeboat R. Hope Roberts left her moorings. She came up with the casualty ten minutes later and immediately took on board the crew of two. An attempt was made to tow Hopeful, but by this time she was awash and after a very short tow she sank.

The lifeboat, with the two survivors on board, returned to her station and was re-moored at 2355.

Scotland North Division Dinghy adrift in strong breeze THE HONORARY SECRETARY Of ThurSO lifeboat station saw a dinghy in difficulties in Thurso Bay with a small motor boat trying to tow her towards Scrabster but making little headway. Both boats were drifting east towards the Spur of Murkle. It was 1620 on Saturday, June 12.

With good visibility, a moderate to strong south-westerly breeze gusting to near gale force 7, a choppy sea and a flood tide, the 48' 6" Solent lifeboat The Three Sisters was launched at 1635.

She came up with the casualty, the (continued on page 213).