Irish Division Capsize WEXFORD GARDA informed the honorary secretary of Kilmore Quay lifeboat station at 0115 on Saturday, December 24, 1977, that four red flares had been sighted off Bannow Bay towards the Saltees. At 0130 maroons were fired by the honorary secretary and Coxswain Thomas Walsh, and ten minutes later Kilmore Quay lifeboat, the 37' Oakley Lady Murphy, started for the new launch site to the east of the harbour. At about 0150 the lifeboat launched on service.

Although the sea was rough at the launch site, there was no trouble launching.

The wind was west south west gale to strong gale, force 8 to 9, the sea rough. The tide was half flood with the stream turning to the east. It was cloudy but there was a moon and visibility was moderate.

Once clear of the beach Coxswain Walsh headed south west for about one mile to clear Forlorn Point, and eased back to about half speed because of the breaking seas. On clearing the point he headed west for about two miles and posted lookouts. He then altered course to the north west towards Keragh Rocks. Out in the open sea, although there was a very heavy west south west swell, there were no breaking seas.

Nevertheless, speed was still kept at just over half because of the swell; the continuous spray made lookout difficult.

Coxswain Walsh maintained this speed for the rest of the outward journey.

At first there was difficulty in establishing radio contact but at about 0215 MF contact was established on 2182 with Coningbeg Lightvessel which then acted as a relay throughout. The lightvessel had been asked by Fishguard Coastguard to act as a radio link.

As he approached the shore, Coxswain Walsh altered course to the north to close Keragh Rocks and at about 0350 arrived off these rocks and searched down towards Bannow Bay and then back. There was no sign of anything.

At about 0400 the honorary secretary asked Coningbeg Lightvessel to pass a message to the lifeboat saying that if the coxswain was satisfied there was nothing he was to return. Coxswain Walsh replied that he would continue searching on his way back, ETA 45 minutes to one hour's time. He then turned south east for Kilmore Quay keeping at just under half speed, at which the lifeboat rode easily to the beam swell.

As the lifeboat neared the shore Coxswain Walsh noticed the sea conditions had worsened. Tidal streams oft" Forlorn Point are strongest at high water when a race occurs which can run some three knots at springs. It was spring tides and high water at Kilmore Quay was at 0450. The stream runs to the east from about three hours flood to three hours ebb. It was later reported by the keeper of Tuskar Rock Lighthouse and the watchman on Coningbeg Lightvessel that the seas were the worst they had seen for some years. Wave height was estimated at 30 feet at Coningbeg and also at Kilmore Quay, where waves were breaking over the harbour wall.

At about 0430, when about one mile, south south west from Forlorn Point, a very high breaking sea hit the lifeboat just abaft the starboard beam capsizing her to port. When the lifeboat righted Coxswain Walsh discovered that Acting Second Coxswain Joseph Maddock was missing. Acting Mechanic John Devereux restarted both engines without any trouble and Coxswain Walsh then turned to starboard back to the south west, asking Crew Members Dermot Culleton and his brother David to uncover and man the searchlight. Two or three minutes later Joe Maddock was heard shouting to starboard and picked up in the light of the searchlight.

Coxswain Walsh then manoeuvred the lifeboat alongside the man in the water and he was pulled aboard over the starboard shoulder by Dermot Culleton, Finton Sinnott, John Devereux and the coxswain, who himself came up to help.

The port section of the windscreen was found to be missing, the centre of the windscreen shattered and the mast broken where it entered the tabernacle.

Ropes, fenders and other loose gear had been lost overboard and the drogue had streamed itself. Rather than attempt to recover the drogue Coxswain Walsh had the drogue ropes made fast. John Devereux tried the MF radio but was unable to contact anybody. Joe Maddock was brought aboard and placed in the forward well and Dermot Culleton and Finton Sinnott stayed with him. Finton Sinnott, who had been under the aft shelter at the time of the capsize, was seen to have a badly cut head.

Coxswain Walsh then turned back to the east to return to harbour. He was unsure of his position as harbour and street lights were not working and he found it difficult to judge the distance off. He therefore continued to the south east, at slow speed, for a while and then turned north to enter harbour. The lifeboat had just turned north when a second exceptionally heavy breaking sea hit the lifeboat on her port beam capsizing her to starboard.

On righting, there were only Thomas Walsh, John Devereux and Eugene Kehoe left on board. John Devereux immediately started both engines and again they started without trouble. The lifeboat was still heading towards the harbour but was being rapidly set down eastward towards St Patrick's Bridge.

David Culleton was in the water close by the stern and Coxswain Walsh and John Devereux pulled him aboard first and then went forward to pull in Dermot Culleton, who was hanging on to a grab line on the starboard bow.

Joe Maddock could be seen just to the west and Coxswain Walsh told David Culleton to man the searchlight while he turned the lifeboat back towards him.

John Devereux then went up to man the searchlight to allow Dermot and David Culleton to go forward to pull Joe Maddock aboard. Coxswain Walsh and John Devereux also went to help.

The lifeboat was now setting down towards the broken water of St Patrick's Bridge and Coxswain Walsh called for the other three to hold on to Joe Maddock and went back and started heading the lifeboat slowly west to clear the breakers. The three men had difficulty in holding Joe Maddock alongside as the lifeboat got under way, but managed to keep their grip and a few minutes later he was brought aboard and again placed in the forward well.

He was now suffering badly from shock and exposure.

Coxswain Walsh then continued to search the area, looking for Finton Sinnott, until he was back abeam the harbour. There was no sign of Finton Sinnott in the water and, as Coxswain Walsh was now concerned about the state of the rest of his crew, he decided to go back into Kilmore Quay. Rather than turn across the weather he stemmed the seas and tide and allowed the lifeboat to crab towards the harbour entrance before turning in.

At 0515 Coxswain Walsh put the lifeboat alongside the quay wall well up in the harbour and the crew were helped ashore by those waiting. The crew members were seen by Dr McCarthy who treated them all for shock. Dermot Culleton and Joe Maddock were taken by ambulance to Wexford County Hospital.

Second Coxswain John Connick and Motor Mechanic William Culleton, who had not been aboard for the service, volunteered to take the boat out at daylight with a new crew to search for the missing man. John Connick had not heard the maroons because of the weather, and by the time someone had fetched him he had arrived too late to go out in the lifeboat. Liam Culleton was on weekend leave. He had, in fact, arrived down in time to help launch the lifeboat but had not gone out as Assistant Mechanic John Devereux, his relief, was already aboard.

At this time it was thought that the VHF was still working and communica- tions would be possible with Dunmore Pilots. The honorary secretary and divisional inspector therefore agreed to this further search. The honorary secretary had also requested an Army helicopter and, after consultation with the divisional inspector, for Rosslare Harbour lifeboat to go out also to search from the east.

Kilmore Quay lifeboat left harbour at 0810 to search for the missing man.

The weather had moderated, with the wind westerly, strong breeze to near gale, force 6 to 7, but there was still a heavy southerly swell. It was cloudy and there was moderate visibility. The tide was now setting to the west.

Second Coxswain John Connick went out over St Patrick's Bridge and searched eastward along the shoreline.

Shortly after sailing the port shaft became fouled and the crew were unable to free the propeller. The search was therefore continued on one engine.

When the lifeboat returned it was found that a rope had fouled the port propeller.

The search continued for twoand- a-half hours. Sadly, however, it was unsuccessful and the body of Finton Sinnott was found by a local farmer at about 1010, on the shore at Meanstown.

At about 1040 the helicopter lowered a man to the lifeboat to inform them that they should return to station. The lifeboat returned to harbour at 1130 and was eventually recovered that afternoon.

The recarriaging was organised by the district engineer and district surveyor of lifeboats who had arrived at the station at 0930 that morning.

For this service the silver medal for gallantry has been awarded to Coxswain Thomas F. Walsh and the bronze medal to Acting Mechanic John J. Devereux.

The thanks of the Institution inscribed on vellum have been accorded to Acting Second Coxswain Joseph V.

Maddock, Acting Assistant Mechanic Dermot Culleton and Crew Members David Culleton and Eugene Kehoe. A vellum has been accorded posthumously to the late Crew Member Finton M.

Sinnott. Letters of thanks signed by Major-General Ralph Farrant, chairman of the Institution, have been sent to Second Coxswain John Connick, Motor Mechanic William Culleton and Crew Members Michael Culleton, Richard Barry and John Kehoe.

South Western Division Snatched from rocks A MAYDAY CALL received from the 17' bermudan sloop Calcutta Princess was reported by Trevose Head Coastguard to the honorary secretary of Padstow lifeboat station at 1709 on Sunday July 17, 1977. The yacht, a quarter of a mile south west of Dinas Head, was losing her sails, had a rope around the propeller of her outboard engine and was drifting towards the Head in rough seas. She had a man and a woman on board, and also a dog. The Coastguard had advised the yacht to try to anchor and had told the Cliff Rescue Team that she might come ashore before the lifeboat could reach her.

James and Catherine Macfarlane, Padstow's 48' 6" Oakley lifeboat, was launched at 1734 with Coxswain Antony Warnock in command. The wind was west south west strong to near gale, force 6 to 7, visibility was about one mile with driving rain, and the tide was in the fourth hour of flood.

The lifeboat rounded Trevose Head and, about 11 minutes after launching, her crew sighted the casualty about 60 yards from the rocks of Dinas Head.

She was lying with bows east south east into the flood tide which sweeps around this northern end of Constantine Bay at 2 to 3 knots. Against the strong westsouth- west wind the stream was creating a heavy confused sea with waves of 15 to 20 feet.

Coxswain Tony Warnock took the lifeboat down the yacht's port side, between the casualty and Dinas Head, and the crew threw a heaving line to the man on board. He appeared exhausted, however, and was not able to pull the tow rope aboard fast enough, so that it became fouled in the lifeboat's starboard screw. The crew now saw that the yacht's anchor was down but it was doubtful whether it would hold.

Second Coxswain Trevor England then secured the free bight of the tow rope to the guardrail forward of the screw and cut the tow rope free from the after bollard, while the lifeboat came round to starboard, bow to bow with the yacht. With Crew Members Chris Hughes and Peter Poole, he took down the slack in the heaving line, which the casualty's owner had secured to a cleat on his deck, while Coxswain Warnock put his remaining engine slow astern, in order to pull the yacht clear of danger as quickly as possible.

About 30 yards had been gained when a large wave struck the yacht, pulling out the cleat to which the heaving line was secured and jamming the little finger of Crew Member Chris Hughes between the heaving line and a guardrail stanchion, severing the top third of his finger. At about the same moment the end of the tow rope came clear of the lifeboat's propeller.

With the yacht drifting clear of Dinas Head but now moving rapidly towards Bull Rock, there was no time to lose. From his vantage point on deck, Second Coxswain England could see that there was not enough sea room to turn to port, so he advised Coxswain Warnock to make a 360 degree turn to starboard to approach the yacht again.

By the time this was completed the casualty was no more than 25 feet from Bull Rock. Nevertheless, Coxswain Warnock took the lifeboat between the rock and the yacht, holding her clear while Second Coxswain England dropped the nylon tow rope on to her deck. With both boats ranging up to 20 feet the successful passing of the tow rope was a difficult feat.

Chris Hughes had been obliged to sit in the wheelhouse because of faintness after the loss of the portion of his finger. Nevertheless, during this dangerous phase, he not only declined help so that operations on deck should not be jeopardised, but also manned the VHP so that Coxswain Warnock could concentrate completely upon manoeuvring the lifeboat.

The face of The Bull is sheer, and it has smaller submerged rocks on its south-west and north-east sides. The sea here was highly confused and it is thought that it was only the backwash of the 20 foot waves which kept the lifeboat a boathook's length from the rock face. It was, of course, impossible to board the yacht, but the owner eventually managed to secure the tow rope around his mast.

Coxswain Warnock then went astern and towed the sloop to safety and calmer water about a quarter of a mile to the south west, where the occupants were taken on board the lifeboat. It was now 1810 and the lifeboat set course for her station with Calcutta Princess in tow, while First Aider Alf Prosser rendered emergency treatment to the injured Chris Hughes and First Aider Arthur May treated the yacht's crew for hypothermia and shock.

A helicopter from HMS Hermes now approached with the intention of lifting off the survivors and the injured lifeboatman for medical treatment aboard the carrier. However, it was thought best to defer the transfer until after the survivors had been landed at the slipway, at 1900. The casualties were then immediately air-lifted to Hermes, thus reaching hospital facilities much more rapidly than they would have done by the alternative of ambulance to Truro.

The lifeboat then towed the yacht into Padstow harbour and secured her alongside the quay at 1950. Permission was obtained to land the dog in care of Crew Member Richard Tummon and the lifeboat then returned to her station, rehousing by 2045.

For this service the silver medal for gallantry has been awarded to Coxswain Antony W. Warnock and Second/ Coxswain/Assistant Mechanic Trevor R.

England. The thanks of the Institution inscribed on vellum have been accorded to Crew Members Christopher Hughes, Arthur May, Alfred Prosser, Peter Poole and Richard Tummon.

Eastern Division Trapped below THE RAMSGATE/CALAIS HOVERCRAFT advised HM Coastguard Dover Straits at 0925 on Thursday August 4, 1977, that distress flares had been seen on the eastern edge of the Goodwin Sands, near the East Goodwin Lightvessel where a cabin cruiser had been sighted aground. An accurate fix was obtained from the Coastguard radar and the honorary secretary of Walmer was requested to launch the lifeboat.

Maroons were fired and the relief 41' Beach lifeboat Beryl Tollemache, on temporary service at Walmer, launched at 0938.

The weather was foggy, visibility being generally a quarter of a mile, with a south-west wind, force 2. The sea was calm. High water Dover was predicted at 1515.

Coxswain/Mechanic Bruce Brown set course eastward, passing close to Deal Bank and Goodwin Fork Buoys to position the lifeboat for entering the Kellett Gut passage; without radar, this channel was navigated on echo sounder and compass at reduced speed with confirmatory radar fixes from Dover Straits Coastguard. East Goodwin Buoy was sighted at a range of one cable at 1105 and course was altered to the south, keeping close to the sand edge where the echo trace confirmed positions.

At 1130 the 47' cabin cruiser Shark was sighted south west of South East Goodwin Buoy about one cable inside the drying line, aground but moving on the rising tide. The lifeboat was driven easily on to the sand and the four occupants, two adults and two small children, transferred to the lifeboat without difficulty at 1155. The owner did not want to abandon his boat, but when Coxswain Brown pointed out the chances of her taking water before floating upright and the likelihood of the elderly craft having sprung, he agreed to take passage in the lifeboat, with the request that a tow be attempted.

In the prevailing calm conditions the coxswain considered this a practicable proposition.

Second Coxswain/Assistant Mechanic Cyril Williams and Crew Member Patrick Hardman were placed aboard the casualty and a towline secured around her windlass. The boat refloated at 1230 and towing began for Ramsgate, passing East and North East Goodwin Buoys before altering course for Gull Stream Buoy. During this time Second Coxswain Williams had started Shark's engine and, although water was being taken into the hull, pumping appeared to be effective.

At 1420, when some 1J miles east of Ramsgate, the after lookout reported that the tow was beginning to sheer heavily and appeared to be settling forward, so Coxswain Brown closed the casualty to take off his two crew.

As he came alongside he called to Crew Member Hardman to jump aboard, but Patrick Hardman indicated that he could not leave because Second Coxswain Williams was in difficulties; on going below to fasten the forehatch, which had sprung due to strain on the adjacent windlass mounting, he had been washed forward and one of his legs was jammed by floating debris beneath the sink unit. Patrick Hardman could not get Cyril Williams out of the cabin—he was too large to be able to help him—and the second coxswain had ordered him out of the cabin.

Coxswain Brown took off his lifejacket and jumped aboard the casualty with Emergency Mechanic Richard Ebden while other crew members helped the distressed Patrick Hardman on to the lifeboat. While Richard Ebden remained on deck helping to secure the shortened towline and a stern line to pin the casualty alongside, Bruce Brown went below and found Cyril Williams lying in thigh-deep water, his lifejacket inflated and right leg trapped. He crouched beside him, deflated his lifejacket and made a supreme effort to drag him clear. The first attempt failed and although Cyril Williams was in great pain and very firmly telling Bruce Brown to abandon him, the coxswain exerted all his strength, to the point of blacking out briefly, and both men found themselves free in the after end of the cabin by the cockpit hatch. Cyril Williams had been dragged out of his right seaboot and had temporarily lost consciousness.

Richard Ebden and Bruce Brown quickly passed Cyril Williams on to the lifeboat, followed themselves, and all ropes were cleared. Within two minutes the casualty settled to deck level and drifted northward. At 1450 Coxswain Brown asked for an ambulance to meet the lifeboat at Ramsgate and requested the Coastguard to broadcast an immediate navigation warning in respect of the drifting hulk.

The lifeboat berthed at 1510, the survivors were taken ashore and Second Coxswain Williams was taken to Margate Hospital for X-ray of his bruised dnd sprained leg. The lifeboat left Ramsgate at 1610. A second request to take part in a search in Pegwell Bay was abandoned when it was known that Walmer ILB was attending and the lifeboat was beached for recovery; she was refuelled and ready for service at 1805. The casualty was recovered by fishing boats and taken to Ramsgate.

For this service the bronze medal has been awarded to Coxswain/ Mechanic Bruce G. Brown. Medal service certificates have been presented to Second Coxswain/Assistant Mechanic Cyril Williams, Emergency Mechanics Denis Brophy and Richard G. Ebden and Crew Members Brian Clark, Patrick Hardman and David R. Steytler.

North West Division Search and rescue A YACHT IN DISTRESS somewhere to the south west of South Stack Light was reported to the honorary secretary of Holyhead lifeboat station by HM Coastguard at 0908 on Sunday September 4, 1977; her exact position was not known.

The yacht, Gika, on passage from Cork to Holyhead, had reported her last known position to Angelsey Radio as being 210°M 20 miles from South Stack at 0739. She was experiencing heavy weather and sailing under bare poles.

A fractured fuel pipe had put the engine out of action and the wind was too strong to hoist sail. Porthdinllaen lifeboat had launched at 0808, but at 0856 Gika had reported to Angelsey Radio that her position was reckoned to be farther to the north. Her skipper thought he had sighted Skerries Lighthouse to the north east. However, as he could not communicate directly with Holyhead Coastguard on VHP it was thought more likely that he had sighted South Stack Lighthouse and that Gika was suffering from the radio screening effect of Holyhead Mountain.

Maroons were fired and at 0937 the 52' Barnett relief lifeboat Thomas Forehead and Mary Rowse, on temporary duty at Holyhead, launched on service and set out at full speed to search five miles to the south west of South Stack. Porthdinllaen lifeboat was recalled.

The sky was overcast with continuous heavy rain reducing visibility to moderate to poor. A force 8 gale was blowing from the south west and the sea was very rough with a heavy swell. It was just after low water and the flood tide was setting north east at about one knot.

Course was set to pass half a mile off North Stack and on reaching this position, at 1002, Coxswain William Jones had to reduce speed to meet storm force 10 conditions. Once clear of Holy Island, course was altered to 225°M and the lifeboat continued at moderate speed into the very rough breaking seas, taking solid water overall.

Visibility was down to only half a mile.

The search area was reached at about 1035. Two vessels were sighted; one was Frank M, a small timber-laden coaster, and the other a large merchantman on passage. Frank M told the lifeboat that she was searching for the casualty and had picked up a small echo on radar which she was about to investigate. A positive echo on the lifeboat's radar indicated the presence of a third vessel that was thought too large to be Gika. With three ships in the vicinity and no sighting of the casualty, Coxswain Jones thought she might, in fact, have sighted the Skerries and now be well to the north.

The lifeboat was brought round to run before the storm on a north-northeasterly heading. At 1115 Frank M reported having lost contact with the small radar echo. By now visibility was down to about a quarter of a mile and the wind, still from the south west, was gusting force 11. At 1130, when the lifeboat was almost abeam of the Skerries, the Coastguard reported that nothing more was known about the casualty's position and suggested that the lifeboat should now search to the north east of the Skerries.

On hearing from the Coastguard, at 1200, that an RAF helicopter had located the casualty 13 miles to the south west of South Stack, and that one person had been lifted off but the skipper was remaining with the yacht, Coxswain Jones altered course to 230°M and set out at full speed to intercept Gika. At about 1315 the helicopter was sighted ahead and a message passed to the lifeboat to steer 250°M. The seas were estimated to be 35 feet high, the lifeboat was taking solid water continuously over the deck and wheelhouse, and pounding heavily. VHP radio communications were becoming intermittent and it was found necessary to transfer to MF radio. The helicopter returned to the lifeboat at 1400 and gave a corrected course of 260°M. This course was maintained for one hour with the helicopter visible from time to time.

At 1500, hearing from the Coastguard that the helicopter had lost contact with the casualty, Coxswain Jones stopped the boat's engines and instructed his crew to carry out an all-round search.

After about five minutes Gika's mast was sighted a quarter of a mile to the south east. A message was passed to the Coastguard and the helicopter was seen to arrive over the yacht.

As the lifeboat slowly closed with the casualty, the yacht was seen to be heading north west sailing under bare poles, her skipper in the cockpit.

Coxswain Jones approached Gika from astern and attempted to get alongside on her port side, but, because of the violent movement of both boats in the heavy seas, without success. The lifeboat was brought round again and on a second attempt a tow line was passed successfully. Gika's skipper secured the line forward and then transferred to the lifeboat. At about 1520 the lifeboat began to tow Gika at about 5 knots towards Holyhead. The helicopter returned to base at this time with engine trouble.

The tow was carried out in extremely arduous conditions, with Gika frequently surfing in the heavy breaking seas. At about 1747, when one mile off North Stack, the tow rope became fouled by the casualty's rudder and she was towed stern first for about 20 minutes until it cleared itself. At 1835 the lifeboat and her tow entered Holyhead Harbour and Gika was safely secured to a mooring in the outer harbour. The lifeboat was rehoused and ready for service by 2015.

For this service a bar to his bronze medal for gallantry has been awarded to Coxswain William J. Jones. Medal service certificates have been presented to Second Coxswain Francis Ward, Acting Assistant Mechanic Robert F. Williams, Emergency Mechanic Malcolm Burnell and Crew Members David T. Barry, Thomas B. Thomson and Robert T. Jones.

Eastern Division Lifeboat and ILB AT 0813 ON WEDNESDAY August 17, 1977, HM Coastguard Aldeburgh requested the launch of Aldeburgh lifeboat to a yacht firing red flares about half a mile east of the lookout. Because of the difficulties of launching at low water (high water Aldeburgh was predicted at 1421) the honorary secretary consulted the coxswain and it was considered that a launch was possible even though the wind was easterly strong force 6 gusting to near gale force 7 with heavy breaking seas on the beach and offshore shoal area. Visibility was moderate.

Maroons were fired at 0818 and Aideburgh's 42' Beach lifeboat The Alfred and Patience Gottwald launched but did not clear the beach and broached to the south in the heavy onshore seas.

While recovery operations were begun, HM Coastguard requested the launch of Harwich lifeboat and a rescue helicopter from RAF Coltishall.

Further red flares were sighted from the yacht, which was seen to be drifting towards the shoals off Orfordness, and the Coastguard Rescue Equipment team was mustered at Orfordness. Among those helping with the recovery of Aldeburgh lifeboat were several crew members of the newly established inshore lifeboat and, after consultation with the honorary secretary on the beach, it was agreed that an attempt should be made to launch the ILB although conditions were known to be in excess of normal limitation.

At 0845 the D class ILB was carried down the beach and the two most experienced crew members, Helmsman John Marjoram and Crew Member Douglas Cook, boarded. Three ILB and a number of lifeboat shore helpers held the boat until a break in the seas allowed the crew to launch, the first few yards being made under oars. The engine started at the first attempt but a sea filled the boat before a clear line could be found through the surf. The boat drained quickly and by driving along the surf line, riding the seas, and edging eastwards, the ILB cleared the inner shoal area and headed south.

At 0903 she came up with the 24' yacht Spreety, which was manned by the owner and his young son and was without auxiliary power.

By this time the wind was a steady force 7, causing severe conditions; in the shoaling waters the seas were irregular and breaking heavily.

The helicopter arrived at 0904 and after the young boy had been taken safely into the ILB he was winched into the helicopter and flown ashore to Aldeburgh, into the care of the branch chairman.

The ILB agreed to stand by the casualty until she could rendezvous with Harwich lifeboat or the Felixstowe Ferry shoreboat since the River Ore entrance was unfit for the singlehanded yachtsman.

In the meantime, recovery of Aldeburgh lifeboat was continuing when, at 0915, Coxswain Reuben Wood saw a break in the seas as a heavy wave lifted the boat. Ordering all hands to clear the bow, he put both engines full astern and cleared the beach stern first, the cockpit filling as the boat drove aft. The lifeboat then headed south, reached the yacht at 0953 and took her in tow. With the ILB in company, the lifeboat towed the yacht into the River Ore. After negotiating the turbulent entrance safely, at 1025, the ILB went on ahead to arrange berthing at Orford Quay, and thence up river to Slaughden Quay, Aldeburgh, where she was recovered into the town at 1105 by the shore party.

The lifeboat secured the yacht at 1110 and returned seaward to station, being safely beached and ready for service at 1407.

For this service the bronze medal has been awarded to Helmsman John Marjoram and framed letters of thanks signed by Major-General Ralph Farrant, the chairman of the Institution, have been presented to Crew Member Douglas Cook and Coxswain Reuben Wood. A letter of thanks signed by John Atterton, deputy director of the Institution, has been sent to the crew and shore-helpers of Aldeburgh lifeboat station.

South Eastern Division Belgian sloop aground LYMINGTON ILB STATION deputy launching authority received a telephone message at 2035 on Friday, November 11, 1977, from HM Coastguard Needles saying that the 42' Belgian sloop Colombe had called on her RT to say that she was aground on the east bank of Lymington River and to ask for help.

The wind was westerly gale to strong gale, force 8 to 9, and the seas were high, but visibility was good. It was one hour before high water. In these conditions the DLA and Senior Helmsman Christopher Carrington agreed that the ILB could operate inside the river only and the launch was authorised.

Subsequently it was learned that Colombe had left Plymouth in the morning and when she met the heavy and worsening weather in the Channel decided to make for what she thought would be the more sheltered waters of The Solent. In fact she met very heavy seas on or near the Shingle Bank and in Hurst Narrows. Her engine failed and, as her owner was familiar with Lymington, he decided to come into the river under sail. With the gale force wind, however, he failed to round a bend and was being forced on to the east bank.

Fortunately the yacht's crew got an anchor out and this, with the rising tide, meant that she was not too hard aground.

The Atlantic 21 ILB launched at 2043 manned by Helmsman Carrington and Crew Members Peter Harvey and Richard Smith. When she reached Colombe, seas were breaking over the yacht, even in the river. It says much for the Atlantic 21 and the way she was handled by her crew that she was able to tow a 42' sloop to a berth in Berthon Marina. The ILB was rehoused and ready for service at 2130.

For this service a letter of thanks signed by Captain Nigel Dixon, the director of the Institution, has been sent to the deputy launching authority, Andre E. Prove, and to the crew, Helmsman Christopher R. Carrington and Crew Members Peter E. T. Harvey and Richard C. Smith.

Scotland North Division Cargo shifted ON PASSAGE bound from Archangel to the Mediterranean, timber ship Fred Everard developed a list when her deck cargo shifted and, at 0143 on Monday, September 26, sent out an urgency signal PAN. Her position was 61° 36'N, 00° 48'w. The message was picked up and broadcast by Coastguard Lerwick and Wick. A Nimrod aircraft was diverted to the area and it was reported that Oil Mariner was on her way to stand by: ETA 0700. The weather was south east near gale force 7 with poor visibility and heavy seas. At 0220 the honorary secretary of Lerwick lifeboat station was informed of the position.

As, however, Fred Everard was 45 miles north north east of Muckle Flugga, 110 miles north of Lerwick, and at the extreme range for the lifeboat, and as there were other ships in the vicinity offering assistance, it was decided to hold the lifeboat until she could be of more use.

By 0504 Oil Mariner had the casualty in sight and at 0611 German vessel Herdentor was also standing by. The tugs Nordzee and Pacific were on their way. With her list increased to about 30 degrees, Fred Everard set course for Lerwick under her own steam. By 1006 the two tugs were standing by and Oil Mariner and Herdentor were released.

The weather was southerly gale force 8 with a 4 foot swell and 25 foot waves.

Visibility was a quarter to half a mile. By 1200 Fred Everard, with Nordzee and Pacific in attendance, was 11 miles north of Muckle Flugga, steering 152°T to come down the east side of land to Lerwick, making 3J to 4 knots.

The slow progress continued all afternoon and at 1922 it was agreed that Lerwick lifeboat should stand by during the night passage. At 1940 52' Barnett relief lifeboat Ramsay Dyce, on temporary duty at Lerwick, launched and set out at full speed to intercept Fred Everard. The weather was south east force 7 to 8, with rough seas and visibility almost nil because of fog and rain.

By 2218 the lifeboat was alongside the casualty and standing by, and now gave courses and directions for Lerwick during the night. The wind moderated and went westerly about 0400.

At 0520 Fred Everard's list began to increase; at 0533 her master requested a tow and at 0540 asked the lifeboat to come alongside and take off part of her crew. Coxswain George Leith took the lifeboat alongside Fred Everard, now listing to about 50 degrees and by 0620, after several attempts, had taken off the chief engineer's wife and five men, leaving the master and six other members of the crew on board. Some damage was sustained to the lifeboat rails and wheelhouse roof as she touched the ship's side. Lundi Senior, which had been standing by since about 0540, got a line on board Fred Everard, but if some cargo had not gone over side, the vessel could have capsized.

Lerwick lifeboat, satisfied that all was under control, set out for harbour at 0845 and those taken off the timber ship were landed at 0915 and taken to the Mission to Seamen. The lifeboat was refuelled and back on station at 1000.

Fred Everard was towed to harbour by Lundi Senior.

South Eastern Division Saved boat and three SHOREHAM HARBOUR DLA was informed by HM Coastguard at 1405 on Wednesday July 20, 1977, that a 14' sailing dinghy was half submerged just west of the harbour entrance; one of her crew of three could be seen in the water clinging to the bows. The D class ILB was launched and set off at full speed, reducing to half to one third throttle as she rounded the west breakwater into the weather. She reached the dinghy at 1416.

The day was overcast with moderate visibility and the wind was west south west, strong breeze, force 6, gusting to near gale, force 7, with a rough sea and heavy swell. The tide was at 5J hours flood, setting north east.

As the ILB approached, the dinghy, which was only some 30 feet off the west breakwater in the heavy confused seas caused by the backwash from the breakwater, capsized throwing her remaining two crew members into the water. One young man was some distance off the dinghy, a girl was clinging to the mast and the other man was under the mainsail.

Helmsman Michael Fox skilfully manoeuvred the ILB close alongside the capsized dinghy while Crew Members Christopher Fox and David Wainwright hauled the girl and the two young men safely into the ILB. Throughout this difficult operation (a photograph of which was published in the winter issue of THE LIFEBOAT) the ILB was shipping water overall from the backwash of the breakwater.

Once the three people were safely on board the ILB returned to Shoreham Harbour where two of the survivors were transferred to a waiting ambulance at 1424.

At 1428 the ILB was relaunched to tow the capsized dinghy clear of the main channel at the harbour entrance, where she had drifted after weathering the west breakwater. She was beached at 1455 and the ILB recovered and ready for service at 1530.

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

(continued on page 141).