North Western Division Storm A YACHT IN DISTRESS 23 nautical miles south west of Skerries Lighthouse was reported to the honorary secretary of Holyhead lifeboat station by HM Coastguard at 1310 on Saturday, September 11, 1976. The bulk carrier Sugar Producer was standing by.

Maroons were fired and the 52' Barnett lifeboat St Cybi (Civil Service No. 9) launched at 1329. The wind was blowing force 9 to 10 from the north east and the sea was very rough. The sky was overcast with heavy rain, the visibility about two miles. It was almost one hour after high water and the tidal stream was beginning to set southward.

At full speed St Cybi set course to give North Stack a good offing; on clearing it, course was altered towards the casualty. Very high and confused seas were encountered off South Stack but, once clear, they assumed a more regular pattern with the lifeboat running before a very heavy swell from the north east.

At about 1500 a radar contact, assumed to be Sugar Producer standing by the casualty, was picked up at a distance of 10 miles. Shortly after 1530 VHF radio contact was made with Sugar Producer. The merchant ship said that she had tried to get a line aboard the yacht without success, had made two attempts to take the people off but had been prevented from doing so by the severe seas. She had succeeded in floating an inflatable liferaft down to the yacht, and it was secured to her starboard quarter, but the master thought the casualty's crew were exhausted.

Sugar Producer was eventually sighted at 1545. The casualty, Pastime, a 28' Nobby Class sailing yacht, was sighted at about 1600 when one mile off; she could be seen lying beam on to the sea with bows south east. Her sails were blown out, she was without power and battened down; the liferaft was made fast to her starboard quarter. The merchant ship was half a mile to her south east.

The wind, still from the north east, was storm force 10 gusting force 11, the seas were estimated to be in excess of 30' at times. Visibility was about two miles, with low scudding clouds andheavy rain. The ebbing tidal stream was flowing south at about 2 knots.

Coxswain William Jones made a downwind approach to the yacht, hoveto 10 yards off and used the hooter and loudhailer to attract attention; it was 1605. After about five minutes someone appeared from the cabin and shouted .

'Give me five minutes'. This was taken to mean that that was the time needed to prepare for abandoning the yacht.

St Cybi was being manoeuvred upwind clear of the casualty when the port engine stopped. It was discovered that the port propeller had become fouled by a line, out of sight below the sea's surface, streamed from the stern of the yacht, which was now being towed stern first by the lifeboat. The yacht was asked to cut the rope, but by the time this had been done she had been turned through 180° and was lying bows northwest.

By now four people wearing lifejackets could be seen on deck. Coxswain Jones, seeing that, the cabin hatch being open, the yacht was in danger of being overwhelmed by the heavy seas and sinking, decided that he must take off her crew as soon as possible and prepared to make a downwind approach on to the casualty's starboard side. Instructions were passed to the yacht to clear the liferaft; it was cut adrift.

Some of the lifeboat's crew were working through the port propeller scuttle, still trying to clear the line from the fouled propeller, so Coxswain Jones began his approach with only the starboard engine in use and a line trailing from the port propeller. Oil was pumped into the sea in an effort to reduce the amount of breaking water around the yacht.

With fenders rigged on the port side, the lifeboat was laid alongside the casualty and the crew, holding on to the yacht's rigging and guardrails, kept together the two boats, ranging heavily alongside each other, while the two men and two women were lifted on board the lifeboat and taken into the after cabin. They were wrapped in blankets and given food and drink.

It was decided conditions were too bad to tow the yacht, so Sugar Producer was asked to relay to Holyhead Coastguard that the survivors were safely on board the lifeboat and the yacht abandoned. The liferaft was recovered, partially deflated and lashed on deck.

Then the return passage to Holyhead was begun at slow speed with the lifeboat heading into the storm.

By 1630 the crew had managed to clear the port propeller, but on starting the port engine the port throttle cable was found to be broken. Acting Motor Mechanic Graham Drinkwater, who was in charge of machinery, made a temporary repair by securing a piece of boat lacing from the throttle arm to the engine room hatch. The port engine was brought into use, but the boat could only make slow speed because of the weather.

Sugar Producer, having made sure that she could be of no further assistance, continued on her passage to Liverpool but maintained radio communication with the lifeboat.

At about 1800 the flood tidal stream began to flow to the north, aggravating the already very rough seas. At 2045, when about three miles south west of South Stack, a red flare was sighted to the east. Holyhead Coastguard was informed and Coxswain Jones altered course to search close inshore as far south as Rhoscolyn Point. The search was continued for one and a half hours but nothing found. Having satisfied himself that the area was clear of further casualties and being concerned for the welfare of the survivors already on board, the coxswain advised Holyhead Coastguard that he was returning tostation and would make a last search close inshore from Trearddur Bay to South Stack. The search was completed by 2220, and St Cybi returned to station at 2230, having been at sea for nine hours in storm force winds and high seas. The survivors were taken by ambulance to Stanley Hospital, Holyhead.

The lifeboat was secured in the inner harbour, the weather being too bad for her to be rehoused.

For this service the silver medal for gallantry was awarded to Coxswain William J. Jones. The thanks of the Institution inscribed on vellum were accorded to Second Coxswain Francis Ward, Acting Motor Mechanic David Graham Drinkwater, Acting Assistant Mechanic Jack Sharpe, and Crew Members Richard Griffiths, David Barry and Gareth Ogwen-Jones.

South Western Division Hurricane tow AT ABOUT 1515 on Thursday, October 14, 1976, HM Coastguard informed the honorary secretary of Weymouth lifeboat station that the 52-ton yacht Latifa had requested assistance off Portland Bill. She had damaged sails, a shattered main boom, split mast and jammed halyards. HMS Ariadne, a Leander class frigate, was in the vicinity and making for the yacht's position. The honorary secretary placed the lifeboat crew on stand-by in the boathouse.

An intense cyclone, with winds of hurricane force, had been moving steadily up the coast all night and throughout the day. All Channel Island ferry sailings had been cancelled and, even at the lifeboat house in Weymouth harbour, in the lee of the south-west wind, it was plain that it was now at least storm force 10. There was a delayed but now strong ebb tide running directly against this wind, as the sequel to an unexpectedly high water earlier, and so it was apparent that the sea condition was going to be much worse than anything to which this first glass fibre 54' Arun lifeboat, Tony Vandervell, had been exposed since she was built.

Eventually the honorary secretary learned that Ariadne had succeeded in escorting the yacht clear of Portland Race, and that the casualty was now making steady if slow progress eastwards under the power of her own engine. It was naturally assumed by all concerned that she would now turn north for the shelter of the Bill and Weymouth. The crew were, therefore, stood down and two of them returned to their individual duties elsewhere. It was now about 1630.

Soon after this, the commanding officer of Ariadne, who was in touch with Latifa on VHP, received a request from the yacht, which had a crew of four men, to take off the four women who were on board as the skipper intended to continue heading downwind for the Needles. He also asked Ariadne to escort him there. To this the captain replied that he could not manoeuvre close enough to take anyone off; he could not even pass them a tow under those conditions and he strongly advised them to enter Weymouth.

At about 1710, the Coastguard informed the honorary secretary that the yacht had now reported running short of fuel and that the escorting frigate had suggested that Weymouth lifeboat should be asked to attempt to take the yacht in tow for Weymouth; the honorary secretary decided to launch while there was still some daylight left.

Second Coxswain Victor Pitman, the coxswain being away on leave, hurriedly mustered his crew again, this time with two local fishermen (not crew members) to replace the two who had had to departearlier, and to keep his total number up to the seven he was sure he was going to need. Vic Pitman took the lifeboat away from her moorings at 1728. It was his second time in command of her.

Acting Coxswain Pitman knew he would have no communication with the crew on the after deck once they were exposed to the shrieking wind and he had already made up his mind that the only possibility would be to tow the yacht to safety. So he put Crew Member Bertie Legge in charge on deck while he concentrated his entire attention on controlling and manoeuvring the lifeboat from the upper conning position.

Motor Mechanic Derek Sargent was to do all the navigating by radar and Signalman Lionel Hellier manned the radio, while Emergency Mechanic Eric Pavey acted as intercom between the coxswain and the towing party and helped in all departments. Newcomers John Kellegher and Bernard Wills completed Bertie Legg's deck party.

Tony Vandervell headed south towards an expected rendezvous near West Shambles Buoy. On approaching Grove Point, however, Ariadne indicated a position further to the east and requested rendezvous to be made at the East Shambles Buoy. Acting Coxswain Pitman now had to alter course south east with the prospect of the sea in its worst potential position, on his quarter. Full speed was maintained until, when about a mile from the rendezvous and no sign of the frigate and her charge could be seen, the lifeboat slowed to about 14 knots.

The wind was now west south west hurricane force 12, blowing on the lifeboat's starboard quarter, directly against an ebb tide of about 3 knots.

The seas were consequently phenomenal and more than once hurled the lifeboat over almost on to her beam ends. An estimate of the worst roll experienced was that it reached 70 degrees. The East Shambles Buoy was sighted lying flat on the water under the weight of the wind and the course was altered southwards to meet the casualty.

It was at about this time that the metal cover on the compass in the wheelhouse was torn from its pivots by a particularly violent pitch, lifted itself clear, then flew horizontally aft, striking the bulkhead by the doorway, beside a crew member's head HMS Ariadne's lights were eventually sighted, and the casualty was met about 1.5 miles south of the East Shambles Buoy at about 1815. It was now dark.

On the southerly course, the lifeboat rolled heavily as the crew began the hazardous job of preparing the towline.

It had to be brought up from its stowage in the tiller flat and flaked out in the after cabin as it would have been impossible to work along the side decks and the ropes would have been washed overboard.

The yacht's skipper once more asked for the women passengers to be takenoff and for the lifeboat to escort him to the Needles. The coxswain replied that this was not possible and Ariadne's captain explained that he could not even manoeuvre enough to give a lee for such an operation. The lifeboat's signalman then informed the yacht's master that his only hope was to accept a tow to Weymouth.

The lifeboat's dinghy, on the after deck, although under lashings, was blown out of her chocks by the force of the wind, until It pressed against the towing bollard. Lionel Hellier braced himself to fire a rocket line as Acting Coxswain Pitman made his first approach into the wind, the yacht's skipper having altered course for the purpose. As he glimpsed the yacht's lights between the waves and squeezed the trigger, a sudden lurch sent him sprawling across the dinghy, the rocket line tumbling out of its canister and the rocket away from its target. He decided to make the next shot lying across the dinghy and the second line was prepared while the lifeboat was turned through 360 degrees for another approach. Aim was difficult, the yacht's lights only being briefly visible between waves. Even Acting Coxswain Pitman on the upper conning position lost sight of her several times, although she had a 90' mast and her masthead light was burning.

A consensus of wave height estimates at this point places them between 40 and 50 feet and the captain of Ariadne says they were as steep as anything he has seen.

The second shot fell right across the rigging of the yacht, but her crew were unable to reach it.

Once more a line was prepared and once more Vic Pitman took the lifeboat in a complete circle for yet another approach. The crew were full of praise for his handling of the boat, especially during this most difficult phase.

For his third shot, Lionel Hellier decided to get maximum visibility by standing again. It was impossible, however, to stand without support on that deck and so John Kellegher pinned him against the after guardrail, with his arms around both sides of him, while he fired. Both men were in a very hazardous situation by the after boarding position at that moment, with the lifeboat pitching heavily. The shot was a bull's eye, straight between the yacht's rigging and into the crew's hands.

About 60 fathoms of nylon tow line was veered out as Acting Coxswain Pitman, with a masterly display of seamanship, manoeuvred his lifeboat to take the strain gently and begin the tow with a turn to starboard towards Weymouth. About 4 knots was made good.

Derek Sargent had been manning the radio during Lionel Hellier's absence, and he now returned to his navigating duties. No buoys could be sighted on the return passage due to the seas and the driving rain and spray and his blind pilotage was all-important.

The lifeboat safely entered harbour with her tow at 2055.

The leadership and determination of Acting Coxswain Vic Pitman on only his second time in command of this lifeboat, and under such daunting circumstances, were inspiring and courageous to a very high degree. He also accomplished a great feat of seamanship.

His crew, their average age 50, were no less praiseworthy in their respective roles including the two who are not normally crew members but whose presence and seamanship on this occasion were invaluable.

The results were the rescuing of eight lives under the worst conditions any of the participants can remember, and a conviction on the part of every Weymouth crew member that the Arun had proved herself completely.

For this service the silver medal for gallantry has been awarded to Acting Coxswain Victor J. Pitman. The thanks of the Institution inscribed on vellum have been accorded to Motor Mechanic Derek J. Sargent, Emergency Mechanic Eric L. Pavey and Crew Members Bertie A. C. Legge, Lionel F. Hellier, Bernard Wills and John Kellegher.

Eastern Division Capsized tug PILOT CUTTER COXSWAIN Michael Knott was in Lowestoft Bridge Control station when, at 0825 on Monday, August 16, 1976, a radio message was heard on Channel 16 VHP that the harbour tug Barkis had overturned.

Knowing that the tug had left harbour to attend the cargo vessel Jupiter, Michael Knott ran across the harbour bridge to his cutter; on the south quay, by the lifeboat crew room, he passed his father, Thomas Knott, Lowestoft lifeboat station coxswain/mechanic. Although Thomas Knott did not hear the full message shouted by his son, he realised that there was an emergency and joined him as crew member aboard the cutter. He had spoken with his second coxswain and two lifeboat crew members only minutes earlier and knew that if the maroons were fired enough men were available to crew the lifeboat; the immediate and most urgent task was to get the 16 knot pilot cutter to sea and try to effect a rescue.

Clearing the moorings at about 0830 Michael Knott called Jupiter and was told that she was near Ness Buoy, one mile north east of the harbour, and that the four members of the tug's crew were in the water.

The wind was north east, force 2 to 3, with a slight sea and swell; it was the last hour of the ebb.

At about 0840 the pilot cutter reached the first survivor (a member of the lifeboat crew) and he was hauled aboard in an exhausted state. Within a minute a second survivor was sighted, face down in the water and, as Michael Knott manoeuvred the cutter alongside, his father entered the water, turned the man over and supported him to the cutter's port side. Never having been to sea in this particular boat before, Thomas Knott's knowledge of gear stowage was limited to what was readily in view; consequently he had been unable to find a lifejacket or even a piece of line with which to attach himself to the boat before going over the side.

After one unsuccessful attempt to lift the second survivor over the three foot freeboard of the cutter, Michael Knott passed a line to his father but, lying on the side deck, was unable to reach low enough to help secure it, and his father could only partly lift the survivor.

Another attempt was made but Thomas Knott was weakening and the survivor was covered in oil; after a third attempt he slipped from Thomas Knott's grasp and sank under the cutter's quarter. Michael Knott then realised his father's condition and heaved him aboard, where he lay on deck regaining strength.

A third survivor, in a stronger condition, was then approached and taken aboard before the cutter moved towards the upturned tug hull where a fourth man was clinging. Thomas Knott cast a line to him with a lifejacket secured to it, and though the man slipped from the hull as he grasped it, he managed to put on the lifejacket in a manner which allowed him to be dragged to the cutter and brought aboard.

The three survivors were adjudged to be recovering sufficiently to allow the pilot cutter to resume her search for the missing man. Twenty minutes later, at about 0920, the cutter returned to harbour as Lowestoft lifeboat, Great Yarmouth and Gorleston Atlantic 21 and an RAF helicopter arrived on the scene. The survivors were landed at the harbour wall and Thomas Knott remained on shore until the lifeboat returned at 1230. He then took her to sea again, continuing the search until 1830, but no trace of the missing man was found.

For this service a bar to his bronze medal for gallantry has been awarded to Coxswain/Mechanic Thomas V. Knott and a framed letter of thanks signed by the Chairman of the Institution, Major General Ralph Farrant, has been presented to Michael Knott.

South Western Division Damage on service PADSTOW LIFEBOAT, a 48' 6" Oakley, with midship steering, James and Catherine Macfarlane, launched on service at 2256 on Tuesday, December 7, to investigate a report of red flares.

The wind was west north west near gale force 7 gusting to force 8, with a very rough, steep, breaking sea over aheavy onshore swell; it was 5 hours ebb, so that the tide was setting against the wind at a rate of about 0.2 knots.

Visibility was good.

Shortly after launching, while on a west south west course towards Trevose Head, the lifeboat encountered two particularly heavy seas fine on the starboard bow. Coxswain Anthony Warnock reduced speed and the next sea, estimated to be 25' high, broke heavily on the starboard bow falling on to an almost stationary boat. A considerable weight of water dropped almost vertically on to the canopy forward of the wheelhouse smashing the windscreen and damaging the wheelhouse.

The coxswain, second coxswain and three crew members sustained injuries.

Four of them suffered cuts from the broken glass to the head, face and hands, two requiring stitches. The fifth man had damage to the ribs and the other crew members were unhurt.

Coxswain Warnock received a bad cut over his right eye which temporarily blinded him, and some concussion. He was moved to the after cabin for first aid treatment and Second Coxswain/ Assistant Mechanic Trevor England took over command. By good judgement and seamanship he brought the boat back to station at 2335 and successfully rehoused her at 0002 on December 8 in order to land the injured men.

Although it was unnecessary for the lifeboat to launch again, Second Coxswain England said that he could have mustered a crew who would have been prepared to take the boat to sea before the repairs were completed, should an urgent call have come, and the honorary secretary wrote, 'All the crew have great faith in their lifeboat and were prepared to go to sea again without windscreen or wheelhouse doors'.

With the help of Mashford's Yard, Cremyll, and the RNLI depot, repairs were immediately put in hand and carried out on the slipway. James Catherine Macfarlane was available for service throughout, if an urgent call had come, and was back on full service, with repairs completed, late on the same evening, Wednesday, December 8.

A framed certificate inscribed on vellum has been presented to Coxswain Anthony Warnock, Second Coxswain Trevor England, Acting Motor Mechanic A. Prosser, Acting Assistant Mechanic A. May and Crew Members R. Tummon, A. House and R. Norfolk.

Western Division Trapped on cliff FOLLOWING A 999 CALL, HM Coastguard informed Coxswain Griffith Jones of Porthdinllaen lifeboat station at 2253 on Tuesday, August 31, 1976, that a boy was trapped under a rock at Porth-y- Nant. The coxswain informed his honorary secretary and the maroons were fired. At 2315 the 46' 9" Watson lifeboat, Charles Henry Ashley launched.

She took in tow the 14' clinker built boarding boat, which is fitted with a 20 hp Johnson outboard engine.

The wind was northerly force 2, with sea calm at launch. The tide was just starting to flood towards the east.

Visibility was good.

Charles Henry Ashley set off on an easterly course and, on arrival at the position of the reported casualty, fired flares. Under the command of Second Coxswain John Scott and Crew MemberGlyn Roberts, the boarding boat was despatched inshore through an 8' ground swell raised by the young flood setting easterly at 1 to 2 knots. The shore was peppered with medium sized rocks.

Going inshore, Second Coxswain Scott saw a flashlight on the beach. He found a channel between the rocks and held the boat while Glyn Roberts jumped ashore. On the beach were two policemen, a camper and a boy, who had got there by climbing round the base of the cliff. The policemen told Glyn Roberts that another boy was trapped up the cliff; the camper had tried to climb the cliff but he had found it impossible.

While Second Coxswain Scott took the boarding boat back to the lifeboat to keep Coxswain Jones up to date with what was happening ashore, Glyn Roberts took off his boots and socks and started to climb. The cliff is about 170' high, vertical in places, sloping to 10 degrees off the vertical in others. As, until 1958, it was used as a tip for unwanted granite from a nearby quarry, its face is covered in loose granite of varying size and shape. The boy was in a cleft about 80' up.

It was not possible to anchor the lifeboat because of foul ground, so, stemming the flood, Coxswain Jones kept the searchlight trained on the boy; in its glare Glyn Roberts could be seen climbing. The boarding boat remained lying off to help with illumination.

Upon reaching the boy, Glyn Roberts found him rigid with fear and trembling violently. After climbing higher he decided that the only way to rescue the boy was to descend, and after much coaxing, the boy agreed to follow him down the cliff. When about 30' from the bottom, Glyn Roberts fell to the beach, but he climbed up again and successfully brought the boy down. It had taken him, in all, three quarters of an hour.

Second Coxswain Scott took the boarding boat back in shore to pick up Glyn Roberts and the two boys. His original channel was now covered and he used the ground swell to 'rock hop' on to the beach. Both boys had to be dressed in lifejackets and carried to the boarding boat; they were not fit to attempt a climb along the foreshore accompanied by the police.

Now Second Coxswain Scott had to try to use the swell to 'rock hop' into clear water with the added responsibility of having two exhausted 14-year-old boys in his care. A mistake, and the boat would have crashed back on to the rocks. However, the lifeboat was reached successfully, the boys got aboard, taken down into the after cabin and given hot soup.

At 0214 on September 1, Charles Henry Ashley returned to station, where the two boys and Glyn Roberts, who had sustained many bruises and cuts, were treated by Dr D. G. Hughes- Thomas, honorary medical adviser.

For this service the bronze medal for gallantry was awarded to Crew MemberGlyn Roberts and the thanks of the Institution inscribed on vellum accorded to Second Coxswain John E. Scott.

Medal service certificates were presented to Coxswain Griffith J. Jones, Motor Mechanic Kenneth Fitzpatrick, Assistant Mechanic Ifor H. Griffiths and Crew Members Owen Roberts, James P. Bentley and John I. Griffiths.

South Western Division Stranded under cliffs BRIXHAM COASTGUARD informed the deputy launching authority of Torbay lifeboat station at 1431 on Monday, August 23, 1976, that survivors from a wrecked speedboat were stranded on a beach at Forest Cove under overhanging cliffs.

The 52' Barnett class lifeboat, Princess Alexandra of Kent, on temporary duty at Torbay, was launched ten minutes later with Second Coxswain Keith Bower in command and headed for Forest Cove, some ten miles south towards the northern end of Start Bay.

Princess Alexandra of Kent arrived off the beach at 1600. High water would be at about 1730, but it was little more than a neap tide and the survivors were in no immediate danger; the upper reaches of the beach would obviously be above high water level. However, there were children among them and it was probable that they would be suffering from shock and some degree of exposure.

There was a moderate to fresh breeze, force 4 to 5, blowing into the cove from the east, accompanied by a moderate swell, producing rough seas and surf of about 4 to 5 feet. The lifeboat was anchored and veered down to within about 50 yards of the beach but could not get closer because of surrounding rocks. In the prevailing drought it was considered unwise to fire a rocket line ashore because of the danger of starting a cliff fire, nor did there appear to be anywhere for those on shore to secure the tail block.

John Dew, a professional diver who acts as a crew member whenever he is home on leave from Nigeria, volunteered to swim ashore with a veering line.

Removing his seaboots and protective trousers, but wearing his protective jacket and lifejacket, he did so and then hauled the breeches buoy ashore as it was veered out from the lifeboat on the other veering line.

Lifejackets were sent inshore with the breeches buoy, and John Dew put them on survivors before lifting them into the breeches buoy. There were six adults, eight children and an Alsatian dog to be brought off. John Dew paired one adult with one child in the breeches buoy, as far as possible, and then swam alongside to escort them to the lifeboat, making seven round trips in all; the veering line ashore was tended by the strongest man of the survivors' party.

It was 1710 before the rescue from the beach was completed and, although the temperature was reasonably warm, John Dew was obviously working hard for an hour under very difficult conditions; the protective jacket kept him warm but made swimming harder and every time he tried to wade ashore the pockets, heavy with water, made it more difficult to get through the surf. By the time the last survivor (and the dog) were safely aboard the lifeboat, John Dew, a big man of strong physique, was exhausted.

The survivors were landed at Dartmouth and taken to hospital and the lifeboat returned to her moorings at 2010.

Crew Member John Dew, Torbay.

photograph by courtesy of Torbay Herald Express For this service the bronze medal for gallantry has been awarded to Crew Member John Dew. Medal service certificates have been presented to Acting Coxswain Keith W. Bower, Deputy Coxswain Arthur L. V. Curnow, Motor Mechanic Stephen J. Bower, Emergency Mechanic Brian W. Gaunter and Crew Members Michael Kingston, Richard R. Brown and Michael B.

Smith.

Ireland Division Open fishing boat on rocks FISHING IN AN OPEN BOAT at about 0200 on Friday, July 9, 1976, Paul Power saw an 18' open boat go on the rocks near Falskirt Rock, 52° 08'N 7° 02'W, but, the area being filled with lobster pots and nets, was unable to approach the casualty in the dark. Instead he went round Falskirt Rock to seek help from the MFV Lone Ranger, fishing to the east of the rock.

Lone Ranger passed the information to Dunmore East Pilot Station by VHP at about 0245. The message was passed by telephone to Coxswain/Mechanic Stephen Whittle of Dunmore East lifeboat station, who immediately informed the deputy launching authority. Maroons were fired and the 44' Waveney lifeboat St Patrick cleared the harbour at 0305.

Two extra crew were carried as Coxswain Whittle knew that extra lookouts and a strong party for hauling survivors from the water very quickly would be needed.

The station informed the Marine Rescue Co-oidination Centre, Shannon, of the situation at 0300 and HM Coastguard, Fishguard, at 0323.

The weather had been fair but with a heavy swell from the south south west.

At about 0200 the wind increased to force 5 from the south veering south west and moderating to force 3 at about 0400. It was very dark with frequent heavy rain squalls.

Falskirt Rock lies about 2 cables south of Swines Head. Running about north east from the rock is a reef extending about one cable. Immediately north of this reef is a channel one third to a half cable wide, while north of the channel there are other rocks very near the cliffs of Swines Head. This channel, known as the Sound, can be used by small boats at any state of the tide. Inside the rocks near Swines Head is another very narrow channel which can only be used by small boats in good weather at high water, and this is known as the Inner Channel. The cliffs are over 100' high and there is no possible landing place within reach.

At Falskirt Rock at 0315 a fresh breeze, force 5, was blowing from the south; there were frequent heavy rain squalls and a heavy swell from the south west giving heavy surf on shore and suction on to the rock. High water at Dunmore East was 0352 and it was slack water at Falskirt Rock.

After discussion with the crew of Lone Ranger, which could not approach the Sound in the prevailing conditions because of the shallow water and the large number of nets and lobster pots, St Patrick approached from the east, illuminating the area with parachute flares, searchlight and Aldis lamp.

Finding the Sound blocked by salmon nets and after consideration of the state of the tide and wind, Coxswain Whittle decided that the casualty had not hit Falskirt Rock but one of the rocks north of the Sound. The whole area was infested with salmon nets and lobster pot buoys but their positions were unknown.

As the Sound was blocked St Patrick went south of Falskirt Rock and approached Swines Head from the south west, illuminating as before. At this time the survivor could see the lifeboat and was shouting, but he could not be seen or heard from the lifeboat. However, a crowd gathered at the top of the cliffs managed to make themselves heard in St Patrick. The message was that the casualty was ahead.

Coxswain Whittle brought his boat slowly into the entrance of the Inner Channel, when he could see the casualty.

The depth of water at this position could not be more than 15 to 20 feet with the bottom covered with large boulders.

The survivor was thrown a buoy on a line and managed to swim to it. He was hauled alongside and pulled quickly into the lifeboat, which then had to go astern very fast as she was only about 20' fromthe rocks at the foot of Swines Head on which a heavy swell was breaking.

Having recovered the survivor St Patrick's crew lost sight of the wrecked boat, which had been washed clear when the lifeboat went astern; but Coxswain Whittle had the position fixed (there was a buoy for a lobster pot within half a boat's length at that spot) and once St Patrick was clearof the rocks he returned to search for another man who had been in the boat's crew.There was, however, no sign of boat or man. The lifeboat again backed off and the search was continued, with a break to land the survivor at 0500, until 1140, when it was abandoned.

This was a service which could only have been carried out by a man with a thorough knowledge of the area, outstanding seamanship and great courage.

For this service a bar to his bronze medal for gallantry has been awarded to Coxswain/Mechanic Stephen Whittle.

Medal service certificates have been presented to Second Coxswain John Walsh, Motor Mechanic Joseph Murphy, Assistant Mechanic Brendan Glody and Crew Members Stanley Power, Jnr., Kieran O'Dwyer and Louis O'Dwyer.

Eastern Division Tidal alert DURING THE AFTERNOON of Saturday, September 25, 1976, tidal alerts were issued for the east coast of England, forecasting danger levels on the pm tide; this was three days after the height of spring tides.

Two men, father and son, from the inland village of Walsingham decided to spend the evening duck shooting on the marshes north of the village of Stiff key. They had verified the predicted high water times, but no check had been made of possible adverse local weather or tidal conditions. High water for the Stiff key area was predicted at 2057; wind east south east, strong force 6.

At 1800 father and son arrived by car at the seaward end of Greenway Lane, walked down the shingle track across the marshes to the footbridge spanning a deep creek and crossed the open marsh northwards. The area is divided by innumerable creek tributaries varying from one to ten feet deep and running irregularly over the whole length of the marshes.

The two men walked towards the sea defence mound, reaching it just before darkness fell. A comfortable hide was found to await the appearance of duck, but at about 1900 visibility deteriorated to some 25 yards in drifting fog and the father decided they should retrace their steps towards the land. With no references visible, sense of direction was soon lost and as they tried to find their way the men fell into creeks and found less and less 'dry' ground above the rising tide, which was soon to overflow the creek banks.

Eventually they decided to stay where they were, and as the fog lifted clear of the water, began flashing SOS on their torch and firing their shotgun to attract attention. The water was at chest level where they stood.

At about 1945, holidaymakers, parked in their car in Greenway Lane, saw and heard the signals and drove to the village for help; they were directed to the house of Joseph Jordan, a warden on the Nature Reserve section of the marshes.

Mr Jordan had lived all his life in Stiffkey and has an intimate knowledge of the marshes, spending much of his working life there as a fisherman. Wearing oilskins and waders and carrying a staff, torch, oars and rowlocks, he immediately walked to the car park and saw other cars shining their lights north by east towards a small flashing light.

He was aware of the tidal alert, and observing that the water level was already some two feet above the shingle path, he 'felt' his way to the footbridge with his staff and located a small dinghy moored on the edge of the large 12' deep creek; to board it from land already submerged to a depth of four feet was extremely dangerous for an elderly nonswimmer.

By about 2030 Mr Jordan reached the 11' dinghy, awash in the bottom boards, and cutting the moorings he boarded and began pulling across the top of the marsh toward the flashing light. Shouts were exchanged between Mr Jordan and the survivors and at about 2055 he reached them—only realising there were two men when within 20 yards of theirposition. While the son held the dinghy his father was helped aboard in a state of extreme cold and near exhaustion and Mr Jordan ordered him to start bailing to force him to use his limbs; the son then acted as lookout with the torch. With some difficulty, after about 25 minutes rowing, Mr Jordan found the footbridge again.

It was now about 2140, the spring tide had begun to ebb from a height of 5' above prediction, and Mr Jordan decided not to risk grounding the dinghy; he abandoned the boat at the bridge and waded back along the shingle road with the two men, having to use his staff in the same way as on the outward trip as water still covered the track to a depth of 2' and deep gullies border the track.

On arrival at the car park at 2155 coffee was brought to the men by a holidaymaker from the nearby caravan site, and they soon recovered enough for the father to drive his son home, taking Mr Jordan for further refreshment and returning him later to Stiffkey.

For this service, Joseph Robert Jordan has been awarded the bronze medal for gallantry.

Ireland Division Yacht aground WHILE A RACE FROM ABERSOCH Was being timed into Howth Harbour at about 2330 on Saturday, August 28, 1976, the yacht Sulabassana of Holyhead, a 32' Nicholson, attempted to pass inside the buoys marking the rocks off the end of Howth East Pier and grounded heavily.

Mr Boyle at the lighthouse immediately informed Frank Hendy, who is the boatman of Howth Yacht Club and retired motor mechanic of the Howth lifeboat. The honorary secretary of the lifeboat station was also informed.

Frank Hendy, who was in bed, dressed immediately, and taking Tony Brown who was on the pier and who, as his father owns a 32' Nicholson, is familiar with the design and her gear, went out in Howth YC 18' clinker-built launch to help.

The weather was fine with good visibility but a strong breeze, force 6, was blowing from the east giving a very heavy and confused sea on the rocks at the end of the east pier. It was two hours before high water.

Frank Hendy took the launch close in along the east pier, turning to starboard as soon as he was clear of the rocks at its end. He went alongside the starboard side of Sulabassana, starboard side to, and Tony Brown jumped aboard the yacht. Frank Hendy then told Tony Brown to hoist the sails, which the crew had got in, and bring the sheets right aft to lay the boat over and reduce her draught. The yacht was bumping badly on the rocks and the launch touched the rocks hard two or three times with both her hull and outboard.

The launch then took a line from theyacht to try to tow her clear. Once her sails were hoisted and sheeted in, the yacht, lifted by seas which were increasing as the east-going tide started, began to move. Towed by the launch she finally came clear. Tony Brown immediately lowered the sails and Frank Hendy towed the yacht into the harbour and up to shallow water at its head; he thought the yacht would probably have been damaged and might sink. In fact practically no damage was done.

During the few minutes this service took, the lifeboat crew were being assembled, but by the time they reached the boathouse the yacht was off the rocks and in harbour.

For this service the bronze medal for gallantry was awarded to Frank Hendy and the thanks of the Institution inscribed on vellum were accorded to Tony Brown.

Western Division Weather deteriorated ON THE EVENING of Wednesday, September 8, 1976, the yacht Up Spirits anchored in New Quay Bay. Her owner and one member of the crew remained on board while the other slept ashore.

During the night the weather deteriorated and on the morning of September 9 the wind was north east by north gale force 8, sea state 5, with the ebb across the wind. The sky was overcast and driving rain, at times, reduced visibility to poor.

The Coastguard, who described conditions in the bay as the worst that he had seen during his eight years at the station, went to the house of New Quay lifeboat station honorary secretary at 1050 and told him that Up Spirits was rolling and pitching heavily with no shelter at her anchorage. The honorary secretary went to the beach and decided to launch the D class ILB, choosing her rather than the lifeboat because he thought her more suitable to work in the shallow water on a lee shore.

The crew were already assembled at the boathouse and the ILB was launched at 1100 with four men in the crew to give additional weight. Mervyn Thomas, the most experienced ILB helmsman at the station, was in command, with Winston Evans, Richard Davies and Morlais Davies as crew.

On a north-easterly course, the ILB made her way slowly through the rough sea to Up Spirits, and advised her crew to beach her in a sheltered part of the harbour. Instead, while the ILB stood by to give help, they started up the engine and weighed anchor intending to pick up a mooring in the harbour. This they tried to do, but without success, by anchoring up wind of the mooring and allowing themselves to be blown down on to the mooring.

At about 1200 the crew of the yacht indicated that their anchor was dragging and that they were abandoning Up Spirits. As she was rolling heavily, her mast frequently lying flat on the sea, it was too dangerous to attempt an alongside rescue. Mervyn Thomas therefore told the two men to jump into the sea one at a time while he waited astern of the yacht to pick them up.

The ILB returned to station, landed the two men, and was rehoused and ready for service at 1300.

Up Spirits was blown on to the beach at 1300, and was eventually recovered and taken to Pembroke for repair. Her owner subsequently made a donation to the Institution through New Quay's honorary secretary.

For this service the thanks of the Institution inscribed on vellum have been accorded to Helmsman Mervyn L.

Thomas. Vellum service certificates have been presented to Coxswain David Winston Evans and Crew Members Richard L. Davies and Morlais H.

Davies.

South Western Division Eleven rescued ON THE MORNING OF Monday, November 1, 1976, the uss Sellers, a guided missile destroyer, arrived in Jersey waters to pay a courtesy visit. It was originally intended that she should anchor in St Aubin's Bay but as the wind was freshening from the south west she was diverted to Bouley Bay on the north coast of the island. Sellers had only one serviceable ship's boat, a 25' whaleboat, so the States of Jersey fast launch, the 40' Duchess of Normandy, was chartered to help ferry libertymen to and from the jetty at Bouley Bay during her visit.

On the evening of Tuesday, November 2, Duchess of Normandy crewed by Graeme Mercier, her coxswain, Graeme Marett and Jean Rivoallen, began ferrying libertymen back to the ship at 2300. There was a moderate to fresh westerly breeze and a swell.

On the second trip the wind had veered to west by north and strengthened to force 6 to 7, near gale. The coxswain therefore decided that this would be his last trip, as he considered that it was dangerous to try to put libertymen on the ship in these conditions. He returned to the shelter of the jetty at Bouley Bay and picked up a mooring, intending to go ashore.

In the meanwhile the ship's whaleboat was continuing to ferry the libertymen back to the ship, so Graeme Mercier decided he and his crew had better remain aboard; he was not happy about the conditions in which the whaleboat was working. He also took into consideration the safety of Duchess of Normandy; it was not unknown for moorings to part in Bouley Bay.

At 0204, November 3, uss Sellers radioed Duchess of Normandy asking for help as her whaleboat had been swamped close to the ship and a number of men were in the water. Graeme Mercier immediately called Jersey radio and asked for the lifeboat and any other possible assistance to go to the ship in Bouley Bay. At the same time he cast off and went back to Sellers.

When he reached the ship he found several men holding on to ropes hanging from the stern. He got one aboard, but was assured by Sellers that they could look after the remaining men on the ropes and he was asked to go to the rescue of more men who were with the whaleboat, which was drifting fast to leeward.

Graeme Mercier set off to search for the whaleboat and, on his way, found a lone man clutching a lifejacket. He was got on board the Duchess in a state of exhaustion. After further search the whaleboat was spotted; she was completely waterlogged but upright. Nine men were standing in the well. All were embarked in Duchess of Normandy but in the process one man was injured.

Graeme Mercier subsequently learnt that eight men had scrambled up the side of the destroyer and there were thus a total of 19 survivors. However, the coxswain of the whaleboat thought there had been 20 men aboard in all.

By 0218 Duchess of Normandy had returned to the jetty at Bouley Bay and landed the 11 survivors, several of whom needed medical treatment; an ambulance had been called.

A few minutes later, having cast off from the jetty, Graeme Mercier located (continued on page 285).