Western Division Drifting on rocks ST ANN'S COASTGUARD informed the honorary secretary of St David's lifeboat station at 1138 on Saturday March 11 that MFV 7, on passage from Fishguard to Pembroke, had engine failure west of St David's Head.

Another vessel, St Aidan, was five miles west of the head and standing by.

St David's lifeboat, the 47ft Watson Joseph Soar (Civil Service No. 34), was placed on alert.

At 1220 the honorary secretary, hearing that MFV 7 had asked for immediate assistance as she was in danger of drifting on to the rocks of Carreg-trai, authorised the maroons to be fired and ten minutes later the lifeboat launched and set out at full speed.

There was a gentle to moderate breeze, force 3 to 4, blowing from north north east, a moderate sea and visibility of three miles. It was l'/2 hours before low water springs.

Coxswain William Morris decided to go north of Ramsey Island. It meant driving against the 6 to 7 knot stream until clear of Trwyn Sion Owen, but he knew the casualty was being carried south on a strong spring ebb and that she stood little chance of clearing through the Bishops and Clerks, a group of islets and rocks, without being wrecked. When north of Trwyn Ogof Hen Head, he sighted MFV 7 drifting rapidly south and heading for Daufraich.

An interception course was set and the lifeboat came up with the fishing vessel about half a mile north of Moelyn Rock, in heavy overfalls. The sea was now about ten feet, breaking and confused.

The fishing vessel was lying beam to sea, bow east, and presenting to the coxswain the problem of Moelyn and Gribog rocks. Moelyn was showing but Gribog was still covered. Coxswain Morris decided to run down on the casualty and get a tow line across, keeping clear of Gribog. The drift rate and the nearness of rocks prevented the use of the line throwing gun. The first attempt to get a line across failed, but on the second run it was passed successfully.

In the overfalls the sea was breaking inboard on to the crew who were at times up to their waists in water, making work on deck difficult. While making fast the tow, the lifeboat was thrown sideways by the confused seas on to the bow of MFV 7 and both boats were damaged. The lifeboat split her rubber strake and crushed a small amount of timber just below her anchor stowage. MFV 7 received damage to her bow.

Coxswain Morris, very aware of the danger posed by Gribog, tried to tow the casualty north but could not move her. The lifeboat was to the north of MFV 7, bows north east, while the casualty's bow was north west; she could possibly have been on the edge of Gribog at this time. A calculated risk was taken and Coxswain Morris turned about 300 degrees to port, pulling the bow of MFV 7 round, hoping she would drift clear of Gribog, and headed south west out of the overfalls.

A south-east course was then set for St Brides Bay, keeping clear of the heavy overfalls off Meini Duon. The steering on MFV 7 was broken with the rudder appearing to be set to starboard.

This made towing difficult, and Coxswain Morris kept down to half speed until MFV 7 had repaired her steering; speed was then increased to threequarter throttle and Coxswain Morris headed south to meet the fleet tender Grassmere for transfer of tow. The tow was uneventful except during passage through Wild Goose Race off Skokholm Island. This race had to be negotiated because of the strong spring ebb still running, which at that point swings out to sea well clear of Milford Haven. Having passed through the race, MFV 7 once again suffered steering gear failure and speed was reduced.

At 1528 the tow was transferred to Grassmere, one mile south of Skokholm Island. During the return to station visibility reduced to half a mile and the lifeboat arrived back at St David's at 1710. She was once again ready for service at 1750.

A rescue helicopter from RAF Brawdy was on scene during the service.

For this service the bronze medal for gallantry was awarded to Coxswain William T. Morris and medal service certificates were awarded to Acting Second Coxswain Idwal J. Chapman, Acting Motor Mechanic Basil J.

Davies, Acting Assistant Mechanic Colin G. Mills and Crew Members Jack Phillips, William G. Davies and Terence K. Williams.

South Western Division Trawler listing THE DEPUTY LAUNCHING AUTHORITY of Plymouth lifeboat station was advised by HM Coastguard at 1030 on Wednesday February 15 that the fishing vessel Elly Gerda, ten miles south west of Rame Head, had taken water in deteriorating weather and reported herself as in a desperate situation. The frigate HMS Sirius was standing by and the lifeboat was requested to launch.

Maroons were fired and, at 1050, Plymouth's 44ft Waveney class lifeboat Thomas Forehead and Mary Rowse II left Millbay Docks with Acting Coxswain Patrick Marshall in command.

The wind was east south east force 6, visibility was fair and it was high water on a neap tide.

The Coastguard suggested a course of 238°M to steer from Penlee Point and after about five miles on this course HMS Sirius was sighted on the starboard bow. Course was altered to intercept and the lifeboat passed under the frigate's stern at about 1145 taking station close on the port quarter of the casualty. Elly, Gerda had a 10 to 15 degree list to port and was awash amidships.

Hearing by VHP that her skipper was making for Looe the lifeboat replied that the forecast was for worsening conditions from the south east and because the holding ground in Looe Roads was poor and the trawler would be obliged to wait until 2230 before entering the exposed harbour over a dangerous bar, it would be wiser to set course for Fowey. Elly Gerda, however, continued towards Looe at 2 to 3 knots. HMS Walkerton now relieved HMS Sirius as 'on scene commander'.

By the time of arrival off Looe Island, at about 1315, the wind had reached gale force 8 and, with a depth of water of about 30 feet, the seas were steep. The lifeboat stood by while the trawler made her anchor ready for letting go and HMS Walkerton departed.

When Elly Gerda had anchored at about 1440, using 90 fathoms of trawling warp, the lifeboat also tried to anchor; but, with half her cable veered, the anchor failed to hold and so Acting Coxswain Marshall decided to change his position. The lifeboat was in 16 feet of water and Motor Mechanic Cyril Alcock, who was working the windlass, was constantly covered by water coming over the bow. The wind was now bordering on strong gale force 9, with driving rain.

As soon as the anchor was recovered and stowed the lifeboat asked the Coastguard whether a mooring buoy between the trawler and Looe Island would take the weight of the lifeboat and, on being told it would, secured to it. The acting coxswain set anchor watch while his crew sheltered below.

He was relieved an hour later, at about 1600, by Motor Mechanic Alcock and, after another hour, with the wind gusting to storm force 10, a very heavy sea was running and the mooring began to drag. The lifeboat therefore slipped and steamed dead slow into the weather.

Visibility now became very poor in heavy snow and and it was almost dark. The acting coxswain asked the Coastguard to arrange for a cottage on Looe Island to keep a light on all night so that the lifeboat could use it as a reference point to keep herself clear of the Rennies, rocks which extend south east from the island. He and Motor Mechanic Alcock then took turn about on the wheel. The wind was now force 10 to 11 with heavy snow and it was very cold on the upper deck.

At about 1945 the skipper of the trawler told the lifeboat that his anchor was dragging and that he intended to steam south east and anchor again. The tide was about half flood and Acting Coxswain Marshall warned the trawler that she should not go too far south east because of the Rennies. The message was acknowledged, but the trawler stood on. The acting coxswain told her she should stop her engines and then steamed to take station on her port quarter as the trawler seemed to alter south west and still steamed ahead.

The lifeboat entered foam and broken water coming over the reef as the trawler ran aground on the Rennies and called for the lifeboat to come in and take off her crew.

Seas breaking over the reef were falling on the casualty's foredeck and washing in over her port side. All her deck lights were on but her anchor wire was trailing out on her starboard quarter so that the lifeboat was obliged to approach on her weather side.

Motor Mechanic Alcock and Crew Member M. Foster positioned themselves on the starboard foredeck but could not get anyone off on the first approach. On the second approach the bows of the lifeboat struck the trawling gallows as a sea set her on the casualty's quarter. The lifeboat rose above Elly Gerda's stern and then the flare of her bow fell on to her bulwarks. Acting Coxswain Marshall kept his port engine half ahead, starboard slow astern, with starboard wheel on, to keep from being set round the casualty's stern on to her anchor wire. He could not move his bows further along the trawler's side for fear of hitting the rocks himself and of striking his wheelhouse on the gallows, so he kept his bows into the gallows.

He could see nothing of the stern of the trawler because he was dazzled by her afterdeck light and the spray on the wheelhouse windows.

Motor Mechanic Alcock, holding on with one arm, hauled one of the casualty's crew aboard, then as a large sea struck the lifeboat's port side and threw the bow against the gallows, he grabbed a second survivor and hauled him aboard. The lifeboat's bows had been extensively and deeply dented but their watertight integrity had not been breached.

Acting Coxswain Marshall took the boat astern again to make a third approach. As Crew Member Foster brought the second man aft, however, he said that his skipper had gone overboard.

Acting Coxswain Marshall immediately order parachute flares to be fired. These revealed no one in the water but showed that the trawler's bows were against a vertical rock face.

The skipper then came up on VHP saying he was still on board and that he intended to remain there as he thought he would wash clear of the rocks. After a few minutes he did wash clear and steamed eastwards, towing his anchor.

It was just after 2000 and he said he would steam around and try to recover his anchor before attempting to cross the bar at about 2200. The seas were very steep and at times the trawler was lost to view, but she was successfully guided clear of the rocks by radioed instructions from the lifeboat. Her skipper then went on deck and hauled on the wire and eventually succeeded in recovering his anchor.

The lifeboat pumped oil over the bar before the trawler started in and then took up station on her starboard quarter.

As soon as the trawler was safely over the bar the lifeboat followed under three-quarter throttle. Two fishermen boarded the trawler to pilot her up harbour and the lifeboat then secured alongside her to transfer her crew on board. It was 2200.

After an hour ashore for much needed refreshment, the lifeboat departed from Looe at 2315. The south east whole gale was still blowing and the lifeboat encountered very heavy seas, especially on the bar and rounding Rame Head. She entered Millbay Docks at 0020 and, after refuelling, returned to her moorings and was ready for service at 0120.

For this service the bronze medal for gallantry was awarded to Acting Coxswain Patrick J. Marshall and Motor Mechanic Cyril Alcock. Medal service certificates were presented to Crew Members Michael Foster and Ivor Lovering.

North Eastern Division Washed off pier A MEMBER of Amble ILB crew, Keith Stuart, was on his way home at about 1715 on Friday August 19, 1977, when he heard a helicopter working in the area off the south pier. Bystanders were shouting that a boy was in the water. He ran to the harbour and learned that the boy had been washed off the pier and was missing. The honorary secretary was informed and, together with Jeffrey Matthews, Keith Stuart launched the ILB.

The wind was north, fresh force 5, and, although at the launching site inside the harbour the sea was smooth, the harbour bar was at times breaking right across. Visibility was good and it was four hours after low water.

The ILB set out at 1720 with Keith Stuart at the helm. By carefully watching the runs of the sea on the bar he safely cleared the harbour and rounded the south pier to the area into which the boy was reported to have gone. The helicopter from RAF Boulmer was already searching and the ILB made a thorough search close in along the pier.

The area to the south of Amble Harbour is very shoal and rocky and a dangerous and confused sea had built up made worse by backwash off the pier. Careful and able handling of the ILB was essential.

At 1750 Amble honorary secretary decided to launch the offshore lifeboat to help and stand by. With Coxswain John Connell in command, the 37ft 6in Rother Harold Salvesen made for the area but, because of her draught, had to remain offshore clear of the shallow waters of the main search area. A quarter of an hour later the ILB reported that she was returning to harbour and requested that an additional crew member be available; Helmsman Stuart considered that extra weight would help to keep the bow down when negotiating the surf in the very rough seas. Having picked up Crew Member Norman Rowell, the ILB returned at 1817 and continued searching inside the surf line to the south of the harbour, extending the search further south.

At about 1905 the connector on the fuel line in use parted, so, as a prudent precaution, Helmsman Stuart returned to harbour to repair the break, thus ensuring that both tanks were available.

It was also discovered at this time that Norman Rowell was in fact recovering from an injured knee, and so he was Jeft ashore to prevent further aggravation of the trouble.

The repair made to her fuel line with the help of an RAF launch alongside, the ILB returned once again to search close to the pier and further south. She was then informed by Amble lifeboat that a body had been sighted to the south, close under the sea wall below Cliff House. The ILB went straight to the area, where the very confused seas were aggravated by backwash.

Helmsman Stuart took the ILB in through the surf but, caught by a large sea, the boat was picked up and thrown bodily against the sea wall. Keeping a very cool head and with expert handling, Keith Stuart succeeded in keeping the ILB under control in the adverse conditions and in turning her back head to sea. The boat was almost alongside the body and the crew managed to drag it inboard before heading back out clear of the break. The body was transferred to Amble offshore lifeboat and at about 2030 both boats returned to harbour where an ambulance was waiting.

For this service the thanks of the Institution inscribed on velium were accorded to Helmsman Matthew J.

Keith Stuart and Crew Member Ian Jeffrey Matthews. A vellum service certificate was presented to Crew Member Norman A. Rowell and a framed letter of thanks signed by Major-General Ralph Farrant, chairman of the Institution, was sent to Coxswain John Connell of Amble offshore lifeboat and his crew.

South Eastern Division Engine room fire THE TRAWLER St Patrick reported to the Coastguard Channel Navigation Service on channel 10 VHP at 1805 on Wednesday December 7, 1977, that she was hove to with smoke coming from the engine room five miles south east of Dover Harbour and might need help.

Two minutes later her skipper reported that the engine room was afire, the chief engineer was suffering from burns and immediate assistance was required.

At 1812 HM Coastguard telephoned the honorary secretary of Dover lifeboat station requesting an immediate launch and three minutes later the assembly signal of electronically fired maroons was made by Dover Port Control. At 1827 Dover lifeboat, the 44ft Waveney Faithful Forester, slipped her moorings in the submarine pens and was on her way.

A strong, force 6, breeze was blowing from the south south east producing a moderate to rough sea and swell.

Visibility was only fair due to rain. It was two hours before high water Dover.

Faithful Forester under the command of Coxswain/Mechanic Arthur Liddon cleared the harbour entrance and set course at full speed for the position given: bearing 165°M five miles distant from Dover Harbour. By 1835 she had arrived at the casualty where she found the ferry Earl Leofric standing by and acting as 'on scene commander'.

Once alongside St Patrick Second Coxswain/Assistant Mechanic Anthony Hawkins was manhandled aboard and the first of the trawler's crew snatched on to the foredeck of the lifeboat from a pilot ladder.

On board St Patrick Second Coxswain Hawkins found the chief engineer suffering from burns and shock and having breathing difficulty as a result of inhaling burning glass fibre fumes. Using the trawler's VHP, he asked the lifeboat to provide a doctor and oxygen.

While Second Coxswain Hawkins was attending to first aid and fire fighting on board the trawler, Coxswain Liddon manoeuvred Faithful Forester alongside on seven separate occasions, on five of which one crew member was grabbed from the pilot ladder and brought safely aboard the lifeboat. During one attempt the severe rolling of both lifeboat and fishing vessel in the rough seas and winds, which had now risen to gale force 8, resulted in the wheelhouse top, the guardrail stanchions and the belting in way of the well on the starboard side striking the port quarter of the fishing boat, causing damage.

At 1900 a request was put out over Earl Leofric's public address system for any doctor on board to come to the bridge. Dr Sotiris Mantoudis, a Greek doctor on his way to a sabbatical year at the Department of Surgery, University of South Manchester, reported to the master. As it was thought too hazardous for the injured seaman to be transferred from the trawler to the ferry, Dr Mantoudis agreed to be put aboard St Patrick by the lifeboat.

Wearing a lifejacket and secured to a lifeline, Dr Mantoudis descended a boarding ladder rigged over the ship's side in the continuing gale force winds and driving rain. In this very rough weather it took three attempts to manoeuvre the lifeboat into the exact position from which it was possible to grab Dr Mantoudis from the pilot ladder on to the pitching foredeck of the lifeboat and with perfect timing the lifeline from the ferry weather deck let go. Faithful Forester remained in position while additional first aid equipment and oxygen were lowered from the ferry before steaming back to the casualty.

At this time a helicopter from RAF Mansion carrying a doctor arrived on scene, but she returned to base when it was clear that it would not be feasible to transfer the doctor by winch to the heavily pitching and rolling trawler in the dark with visibility seriously hampered by blinding rain.

As it was, it took two attempts before Dr Mantoudis and the medical supplies could be transferred to the trawler. Once aboard, at 1945, the doctor immediately examined the injured chief engineer and decided that it was safer that he should remain aboard.

Second Coxswain Hawkins helped Dr Mantoudis and then examined the areas adjacent to the engine room again and reported by VHP that the fire was now contained; so it was decided by the Coastguard that St Patrick should be towed into Dover Harbour by the local tug Dominant.

Faithful Forester meanwhile took the six crew members to Dover and landed them, returning to resume station close to the stricken trawler.

At 2055 St Patrick passed between Dover Harbour breakwater towed by Dominant and at 2105 in the sheltered waters of the harbour the injured seaman was transferred by Neil Robertson stretcher to the lifeboat and landed to be taken to hospital. Two lifeboat crew members were put aboard the trawler to help Second Coxswain Hawkins secure St Patrick alongside.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain/Mechanic Arthur Liddon and Second Coxswain/ Assistant Mechanic Anthony G.

Hawkins; vellum service certificates were presented to Second Assistant Mechanic John J. Smith and Crew Members Mark Smith, Roy W.

Couzens and Robert J. Bruce. A special doctor's vellum was awarded to Dr Sotiris Mantoudis who has also been awarded a piece of plate for outstanding bravery at sea by the British Secretary of State for Trade.

South Eastern Division Beam trawler ON SATURDAY, DECEMBER 10, 1977, at 2132, the 23-ton beam trawler Jenny reported on Channel 16 VHP that she was in difficulty and unable to manoeuvre in heavy weather some eight miles south south east of Nab Tower.

Following the sighting of red flares, a revised position was calculated at 2145, putting the fishing vessel about five miles east of the Nab, so at 220 HM Coastguard telephoned the honorary secretary of Selsey station and requested that the lifeboat be launched.

The assembly signal was made, the crew mustered at the boathouse and made ready for launching, but some difficulty was experienced in opening the boathouse doors because of the heavy seas breaking against them.

Nevertheless, at 2214 Selsey lifeboat, the 48ft 6in Oakley Charles Henry, launched down the slipway into a south-south-westerly gale, force 8, with rough seas and poor visibility in driving rain. It was one hour before high water. Second Coxswain Michael Grant was in command.

Having set the throttles for maximum speed to clear the slipway, the lifeboat was hove to while radar and aerials were rigged, and then Acting Coxswain Grant set out at about 8 knots, the best speed possible in the prevailing weather. The lifeboat was shipping seas overall, making the already poor visibility even worse.

A course of 170°M was shaped to pass The Mixon Beacon, which was cleared by dead reckoning; sea conditions were such that the unlit mark was neither sighted visually nor by radar.

Course was then set 259°M to pass through the Looe Channel. Neither channel buoy was sighted in the rough, near beam sea which caused the lifeboat to roll violently.

Shortly after clearing the Looe Channel, Acting Coxswain Grant asked Jenny to fire a red flare as no target in the datum area was showing on radar.

At 2240 a red flare was sighted several miles west of the given position, so Acting Motor Mechanic Terence Wood as navigator fixed the lifeboat's position by radar and course was set for the stricken fishing vessel.

At 2250 Selsey lifeboat reported being one mile from Jenny, the deck lights of which were only occasionally visible as she was broached to and rolling violently. On closing the trawler, Acting Coxswain Grant noted that both beams were down—in fact, without the added stability they gave in the lowered position the boat might well have capsized.

Over the previous hour, the weather had slowly worsened to give a south by west strong gale, force 9, with very rough sea and swell; almost horizontal driving rain was further reducing visibility.

In view of the risk in those seas of damaging or fouling the lifeboat in the beams and ancillary gear hanging around the fishing vessel, Acting Coxswain Grant manoeuvred the lifeboat up wind of Jenny and ordered a rocket line to be fired in an attempt to take her in tow. Acting Second Coxswain George Woodland, on deck with two men holding him, managed to achieve a direct hit with the first rocket and two of the trawler crew hauled in the rocket line to which was attached the tow line.

It was soon realised that the tow line was 'bellying' badly due to tide and wind and that the trawler crew were having great difficulty in getting it inboard; it was later learned that one of the men had an injured hand thus leaving only one man capable of heaving away. Acting Coxswain Grant therefore took the lifeboat, with the line attached and a further one bent on, some 60 feet ahead of the casualty so that wind and tide would help rather than impede the hauling in of the tow line. This manoeuvre worked well and with the lifeboat engines slow astern it was only a further ten minutes before, at 2340, the fishing vessel crew had made fast the tow rope, helped by illumination from the lifeboat.

Acting Coxswain Grant then turned the lifeboat and tow 180° to port and headed for Portsmouth as Selsey could offer no protection for the casualty and recovery on the slipway was clearly impossible. The trawler was towed steadily through the heavy seas, but with difficulty because her steering gear was jammed hard to starboard, until a position off Horse Sand Fort was reached. It was then found that the spring ebb from Portsmouth Harbour had reduced the speed over the ground to one knot and Acting Coxswain Grant, although concerned lest the tow line parted, had to increase speed to make headway.

Selsey lifeboat entered Portsmouth Harbour at 0225 and by 0310 the trawler was secured in the Camber.

The lifeboat remained at Portsmouth Harbour overnight, returning to station at 1605 the following day.

For this service the thanks of the Institution inscribed on vellum have been accorded to Acting Coxswain Michael J. Grant. Vellum service certificates have been presented to Acting Motor Mechanic Terence A. P. Wood, Acting Second Coxswain George E.

Woodland, Acting Assistant Mechanic John D. Cross and Crew Members Denis W. Warwick, David F. Munday, Gordon Kite, David Crossley and Glyn N. Amis.

North Western Division Skin divers trapped AN INFLATABLE DINGHY with four people on board, sighted drifting close inshore north of Fleshwick Bay, was reported to Port Erin deputy launching authority by Ramsey Coastguard, Isle of Man, at 1614 on Tuesday March 28.

It was thought that the engine had failed and the boat was in danger of being blown ashore on to rocks. The crew was assembled and Port Erin's 37ft 6in Rother class lifeboat Osman Gabriel slipped at 1631.

A fresh south-south-westerly breeze, force 5, was blowing and the sea was rough. The sky was partly clouded and visibility was good. It was two hours after high water and the tidal stream was setting northwards.

Coxswain Peter Woodworth kept the lifeboat about a quarter of a mile offshore as he headed north east towards Fleshwick Bay. At about 1705, when one mile north of the bay, someone was sighted waving from rocks at the base of a 700ft cliff. The lifeboat altered course to starboard to close the land.

When about 100 yards off, two people were sighted standing on boulders clear of the water. A small boat could be seen high and dry nearby.

The lifeboat was manoeuvred to within 50 yards of the rocks and, using the loud hailer, the coxswain was able to communicate with those ashore. He learned that they were a party of four skin divers and that one man had set off up the cliff to get help.

The wind was still blowing from the south-south-west but close inshore the sea was moderate because of the sheltering effect of Bradda Head. A moderate swell was running into and breaking over the lower rocks and boulders.

Although the tide was ebbing and the divers were not in danger of being drowned, Coxswain Woodworth considered they would be unable to scale the steep cliff and decided to attempt a rescue using a breeches buoy. This information was passed ashore over the loud hailer and acknowledged. A situation report was passed to Peel Coastguard mobile, on high ground to the north near The Niarbyl.

At 1715 the lifeboat was anchored 25 to 30 yards off the rocks with bows south south west, stemming tide and sea and rolling heavily. Gun line and breeches buoy were made ready but Coxswain Woodworth decided not to use a tail block since it would be difficult to secure it ashore. The gun line was fired and the breeches buoy hauled ashore and set up, the endless whip being held and passed hand-over-hand by those ashore. The first person, a young woman, was hauled to the lifeboat and was safely aboard at 1733.

The people ashore indicated that they wished to try to transfer the boat and diving gear to the lifeboat using the breeches buoy rig. By this time the tide had fallen leaving the diving boat about 15 feet above the water. After much effort it became apparent that the boat was too big and heavy to be manhandled into the water with safety.

Meanwhile the weather had deteriorated and the wind had freshened to force 6. Seas were beginning to break and a heaving swell was building up. To maintain his position the coxswain was continuously manoeuvring Osman Gabriel's engines. At times the boat was veering dangerously close to submerged rocks.

The two divers were advised by loud hailer to abandon their attempts to salvage the equipment and make ready to be pulled off. They apparently failed to understand the gravity of the situation, however, and continued to transfer their equipment to a position above the high water mark while the wind was freshening to force 6 to 7, strong breeze to near gale. The sky had become overcast and the light was beginning to fail.

Coxswain Woodworth was becoming very concerned about the safety of the divers on the rocks, and the deteriorating weather was making it more and more difficult to keep the lifeboat clear of the rocks just below the water.

Eventually he managed to make the dtvers understand, and they prepared to be rescued.

It was about 1915, an hour to low water, and there were drying rocks between the divers' position and the lifeboat. Holding on to the breeches buoy, one of the men lowered himself some six to eight feet into the water and disappeared from view. Two minutes later he was sighted on the crest of a swell lying across the buoy, but disappeared again behind the rocks. After a while he managed to manoeuvre himself sideways and could be seen between two rocks. From there the lifeboat crew managed to pull him clear as he was lifted by a heavy swell. Once on board the lifeboat he was found to be exhausted.

The breeches buoy was passed back to the last man, who secured the veering line outhaul around his chest and, holding on to the buoy, slid off the rocks into the water and out of sight of the boat. He very quickly moved to the gap between the rocks and was pulled clear in the same way as the man before him. This last man was recovered at 1933, and once aboard all the survivors were given food and a tot of brandy.

During the latter part of the rescue the lifeboat was at times about six to eight feet off the submerged rocks and was only prevented from striking by the skilful handling of Coxswain Woodworth.

The anchor was recovered at 1949 and the lifeboat headed back to Port Erin keeping a quarter of a mile off the coast. During the return passage the boat was heading into very rough breaking seas, and once outside the shelter of Bradda Head the wind was found to be blowing a near gale, force 7, still from the south south west. The lifeboat arrived back at Port Erin at 2030 and was rehoused and made ready for service by 2105.

The survivors were re-united with the fourth diver, a very experienced climber, who had succeeded in climbing the cliff and had been found by the Coastguard at 1915. The four people had set out from Fleshwick Bay at about 1520 to go diving but ran into rough seas when only half a mile north of the bay. An attempt had been made to anchor the boat but the anchor would not hold and the engine failed.

They managed to swim to the rocks dragging the dinghy behind them.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain Peter Woodworth.

Vellum service certificates were presented to Second Coxswain Edward N. Sansbury, Acting Motor Mechanic Alfred P. Maddrell, Acting Assistant Mechanic Raymond A. T. Buchan and Crew Members John W. Watterson and David T. Woodworth.

Eastern Division Aground on Goodwins REPORTS OF SHIP'S LIGHTS in the vicinity of East Goodwin Buoy were passed to the honorary secretary of Walmer lifeboat station by Dover Straits Coastguard at 2130 on Saturday December 10, 1977. The East Goodwin Lightvessel crew had given the best information available but no radio or accurate visual contact had been established.

After further discussion it was agreed that the lifeboat should launch to investigate before the weather deteriorated further and while the state of the tide allowed her passage over shoal areas. Maroons were fired at 2248.

The wind was south south east, strong breeze to near gale, force 6 to 7, increasing, with steep, high seas and heavy rain. Visibility was poor. Predicted high water Dover was 2237.

At 2258 Walmer's 37ft 6in Rother lifeboat The Hampshire Rose launched on service. She immediately had to reduce speed in the heavy seas. Course was laid for Deal Bank Buoy and East Goodwin Lightvessel until Coxswain/ Mechanic Bruce Brown could use his radar and echo sounder to navigate Kellet Gut. Within 15 minutes, however, the radar developed an intermittent fault and Dover Straits Coastguard was asked for radar plot information. Visibility was reduced to about quarter of a mile in horizontal driving rain and, as the lifeboat entered the gut at 2320, heavy confused seas were breaking over the boat making both navigation and handling extremely difficult.

Regular radar positions were passed by the Coastguard as Coxswain Brown worked north east along the southern shoal edge of Kellet Gut. With the echo sounder recording erratically in the violent movement of the boat, he found that he had to use at least two-thirds throttle to gain safe steerage way, but in only eight feet of water he took the boat south of the two wrecks until he sighted a large cargo vessel which appeared fast on the sands, head south.

Coxswain Brown steered along the west side of the vessel, thence east and north to come up under her stern to assess the situation. After the lifeboat had flashed her searchlight and fired a parachute flare crew members came to the rail of the casualty but no radio contact could be established.

The casualty had a list to starboard and was anchored. Heavy seas were breaking over her well decks from the weather side and running in on the lee side from both bow and stern, making the lee side an area of heavy broken water with waves building on top of each other in an unpredictable pattern.

A pilot ladder was lowered from the starboard well deck forward and Coxswain Brown indicated that he would try to put a man aboard.

A first approach was made to check the relative heights of the vessels and the water movement alongside, after which the boat was taken astern before closing for a boarding attempt. Coxswain Brown found that by keeping one crew member as stern lookout he could hope to lie reasonably in between seas for a few seconds, and although this attempt failed because the lifeboat was too far from the ladder he again went astern and made a third approach.

Anxious lest the lifeboat be driven against the ship's side, Coxswain Brown approached on the back of a sea which was met by another from ahead, stopping the boat and allowing Second Coxswain Cyril Williams time to grab the ladder and be helped aboard. Cyril Williams and three ship's crew were immediately caught on deck by a heavy sea and washed into the port bulwark before gaining the safety of the bridge structure. Coxswain Brown drove the lifeboat ahead and circled the ship to lie astern.

Communication on VHP channel 16 was now established by Second Coxswain Williams on the ship's equipment and the Coastguard and lifeboat were advised that the 4,847 gross ton Greek cargo ship Elmela was laden, bound for Angola from Rotterdam, with a crew of 25. The master declined offers to order tugs or evacuate the crew; he said that the ship's main generator fault would be repaired shortly.

Since the tide was now ebbing below the level of the surrounding banks, sea conditions eased a little, although the wind was still gusting 60 knots. Coxswain Brown was having to stem the seas in the gut as he did not wish to go far from the casualty until the situation was clarified.

About 0330 it was agreed with the Coastguard and the honorary secretary of Ramsgate lifeboat station that Ramsgate lifeboat should launch to stand by so that Walmer lifeboat could return to station to refuel. Accordingly at 0405 Ramsgate's 44ft Waveney lifeboat Ralph and Joy Swann launched on service.

She arrived on the scene at 0459 and after agreeing that Elmela was firmly settled until the next rising tide, Walmer lifeboat left for station at 0505.

Coxswain/Mechanic Ronald Cannon of Ramsgate took soundings around the stern of Elmela—the forward area was now drying sand—to confirm his available sea room if needed, and then put Second Coxswain/Assistant Mechanic Derek Pegden and Crew Member Anthony Read aboard to help Second Coxswain Williams. Ramsgate lifeboat then lay in Kellet Gut in rapidly moderating conditions.

At 0610 Second Coxswain Williams reported that there was up to three feet of water in Elmela's No. 2 hold, with the ship's pumps just holding the flow, but half an hour later he asked for immediate close attendance of lifeboats following ominous sounds of the vessel breaking up. The Coastguard scrambled the RAF helicopter from Mansion.

Walmer lifeboat turned back from a position near Deal Bank Buoy, but at 0700 she resumed her course to station after the master had assured Second Coxswain Williams that the noise was only cracking steam pipes. He reiterated his intention of keeping all crew aboard. Walmer lifeboat beached at 0715 and was refuelled, re-launching at 0845; only one crew change was made.

The Hampshire Rose was back on the scene by 0911.

In rapidly moderating wind, now south force 4 to 5, and easing seas, the situation aboard the casualty was being organised by the three lifeboatmen, Crew Member Read, a Trinity House pilot launch coxswain, taking command of the bridge. A line was run from the ship's bow to Ramsgate lifeboat, lying off to the north east. At 0915 the vessel began to move on the rising tide and the delicate operation was started of turning her without allowing her to drop back astern on to the northern edge of Kellet Gut. The windlass was operating at single speed only and the anchor was got in slowly as the main engines were put slow ahead and Ramsgate lifeboat steamed to the north east.

By 0945 the casualty was clear of the shoal area and tanks were sounded.

Then, escorted by Ramsgate lifeboat she made her way to Margate Roads, anchoring there at 1121 for a surveyor's inspection. Ramsgate lifeboat returned to station at 1215 and was refuelled and ready for service at 1241.

Walmer lifeboat had taken Second Coxswain Williams aboard again by 1000. She also returned to station, being refuelled and ready for service at 1230.

For this service framed letters of thanks signed by Major-General Farrant, chairman of the Institution, were sent to Coxswain/Mechanic Bruce Brown and Second Coxswain/Assistant Mechanic Cyril Williams of Walmer lifeboat. Letters of thanks signed by Captain Nigel Dixon, director, were sent to Second Coxswain/Assistant Mechanic Derek Pegden and Crew Member Anthony Read of Ramsgate.

Eastern Division Storm launch A CARGO VESSEL, Gloriosci, making for Kings Lynn was reported to the honorary secretary of Skegness lifeboat station by HM Coastguard at 1610 on Wednesday January 11, a day of exceptionally high tides and winds on the east coast of England. Gloriosa was in position 110° 1.5 miles from Roaring Middle Buoy making considerable leeway and her crew had asked to be taken off.

The 37ft Oakley relief lifeboat Calouste Giilbenkian, on temporary duty at Skegness, was launched at 1640 into very rough seas. The northerly wind was storm force 10 and visibility was poor. The tide was half flood.

After she had driven six miles to sea, Calouste Gidbenkian was recalled as Gloriosa was successfully making Kings Lynn under her own power. So severe were conditions ashore, however, with flooding right over the promenade, that the lifeboat had to stand off for four hours before, at 2240, with the tide on the ebb, she could be safely beached. She was rehoused and ready for service at 0030.

For this service a letter of thanks to the crew and shore helpers, signed by Commander Bruce Cairns, chief of operations, was sent to F. N. Ball, station honorary secretary, Skegness.

South Eastern Division Overdue HAYLING ISLAND POLICE received a telephone call from a lady in Berkshire at 0330 on Tuesday January 3 to say that her husband and son had not returned from a fishing trip. They had set out from Northney Marina at 1030 and had been due back at Hayling Island by dusk. This information was passed to Hayling Island Coastguard who, at 0334, alerted the acting honorary secretary of Hayling Island inshore lifeboat station and requested that the ILB be launched to search the area.

Crew and shore helpers were immediately assembled. When they reached the boathouse it was found that a combination of tide and severe weather had created shingle banks of a size and gradient never before encountered by Hayling Island and it took eight people, including the honorary secretary, deputy launching authority and honorary treasurer, to launch the boat after three attempts. Despite the difficulties, the Atlantic 21 was launched within 20 minutes of the first intimation of the casualty from the Coastguard.

Because of the extreme cold, Helmsman Patrick Lamperd decided that the long overdue anglers might well be suffering from hypothermia and so he embarked the honorary medical adviser, Dr Richard Newman, as fourth crew member. It had been agreed between the Coastguard, honorary secretary and helmsman that it would be prudent to search the approaches to Chichester Harbour first, so course was set for Emsworth Channel.

It was one hour before high water and the wind was westerly near gale, force 7, with good visibility. There was a short sea in the harbour and it was extremely cold. The proposal to search the harbour approach in general and Emsworth Channel in particular proved sound as it was only some 11 minutes after leaving the station that a small white light was sighted on the mud banks immediately south of Oar Rythe and some quarter of a mile from the Thorney Island shore. Using a spotlight it was quickly realised that the light seen was that of the 24ft cabin cruiser Tomey Too.

The casualty, hard and fast aground, was reached at 0410 without difficulty and the young boy aboard transferred to the ILB and wrapped up. After a determined effort to tow the cabin cruiser clear it was decided that she would have to be abandoned because the tide was falling and the weather deteriorating. Tomey Too was therefore anchored amid the mudbanks and her owner transferred to the Atlantic 21. By now a full force 8 gale was blowing from the west.

The main Emsworth Channel was eventually reached after several groundings but by 0545 the ILB had returned to station and father and son had been landed; they were given hot showers, warm drinks, dry clothing and transport by the honorary treasurer back to the marina where their own car was parked.

For this service framed letters of thanks signed by Major-General Ralph Farrant, chairman of the Institution, were sent to Helmsman Patrick Lamperd, Dr Richard J. Newman, honorary medical adviser, and Crew Members Frank S. Dunsterand Brian Quinton. A letter of thanks signed by Captain Nigel Dixon, director, was sent to the launchers.

South Western Division Storm search IN REPORTING the service of the Padstow, St Ives and Clovelly lifeboats to the Danish coaster Lady Kamilla on December 24, 1977, in the summer issue of the journal, it was wrongly stated that Coxswain Antony Warnock was in command of Padstow lifeboat.

In fact Coxswain Warnock was on leave that day and the lifeboat was under the command of Second Coxswain Trevor England.

Scotland North Division Engine broken down RED FLARES fired by a vessel about a mile south of Boddin Point, four miles south of the lifeboat station, were reported to the honorary secretary of Montrose by HM Coastguard at 1310 on Tuesday March 28.

There was a flooding tide, fair visibility and a strong breeze to near gale, force 6 to 7, blowing from the south east when at 1320 Montrose's 48ft 6in Solent lifeboat Lady MacRobert slipped her moorings and headed at full continued on page 69.