North Eastern Division Cargo vessel sinks HUMBER COASTGUARD informed Superintendent Coxswain Brian Bevan of Humber lifeboat station at 2357 on Tuesday February 13 that the Panamanian motor vessel Revi was in distress 30 miles north east of Spurn Light Vessel.

At 0015 on February 14 the 54ft Arun lifeboat City of Bradford IV slipped her moorings and set out at full speed.

The weather was cloudy with moderate visibility, except in snow storms.

A north-easterly gale was blowing, gusting to strong gale force 9 and increasing. The tide was five hours ebb.

By the time the lifeboat had cleared the river and was about two miles north east of Spurn Light Vessel she was heading into very large seas. She crested one and then crashed down some 15 to 20 feet so hard that the electric breakers on all lights and window wipers opened. Speed was reduced to 14 knots in head seas which were now estimated to be 35ft high.

At 0107 Revi informed the British ship Deepstone, which was standing by, that she was slowly sinking and asked her master to stand in close to.

At this time Humber lifeboat still had eight miles to run. Three minutes later Revi informed all stations that she was going to increase speed to full and try to make the River Humber.

The lifeboat arrived 'on scene' at 0136 and took station close astern of Revi, which was steaming 6 knots on a course of 210°; she was being completely buried by heavy seas. The wind, recorded on the BP gas platform nearby, was now north east, storm force 10. It was exceptionally cold with intermittent snow showers.

At 0145, with Deepstone close to the east and Humber lifeboat close astern, the master of Revi said he was slowing down and asked that his two crew members be taken off. At first Coxswain Bevan thought this would be impossible and asked Revi to stop to see how she would behave. Stopped, she lay broadside to the weather with heavy seas breaking across her whole length, and the danger to survivors and crew members alike was so great that a rescue in that position had very little chance of success. Coxswain Bevan therefore instructed Revi to steer south at slow speed and to have the two men on the boat deck on her starboard quarter, ready to jump.

The lifeboat was fendered on the port shoulder and the crew fastened their lifelines to the forward pulpit rails. Just as the lifeboat was edged in under Revi's starboard quarter a heavy breaking sea hit the casualty's port quarter, completely covering her stern. The lifeboat's engines were put full astern to clear Revi as she dropped menacingly down on to the lifeboat's foredeck. After a number of similar attempts with the casualty often rising 20 feet above the lifeboat's foredeck, the two crew members were taken off one at a time.

Revi's master hoped to continue to run for the River Humber, but only five minutes later he decided that, as the accommodation was flooding, he and the mate should abandon the vessel; with her cargo of silver sand shifting, she had a list of 45 degrees to port. The captain turned her bows west, giving a lee on the low port side. Preparing to take the two men off from the port quarter, the lifeboat's fenders were changed over—this with great difficulty in the prevailing violent storm—and the crew again made fast their lifelines to the pulpit rails. Revi was now settling by the head, while heavy seas swept clear across her full length as she lay broadside to the storm. As the lifeboat came alongside her heaving deck on the first approach a large wave broke right over both boats and swept the lifeboat away from the ship's side. The same thing happened again and again and it took about another twelve attempts before the lifeboat could be brought alongside at a moment when, there being a reasonable height between the two decks, a man was able to jump.

The mate jumped six feet into the arms of the lifeboat's crew who broke his fall and hurried him below.

Revi's bows were now almost submerged, No. 1 hatch was completely awash and the stern was clear of the water, poised dangerously above the lifeboat. The last survivor, the master, was hanging on to the outside of Revi's stern rails, ready to jump. On about the tenth attempt to get him off, as City of Bradford IV approached Revi's quarter, the stricken vessel's stern rose 20.feet in the air and began to crash down towards the lifeboat's foredeck where the crew were lashed to the rails with little or no chance of escape. Coxswain Bevan rammed the throttles full astern and the Arun's impressive power pulled her clear by only a matter of inches.

While the lifeboat was preparing for yet another approach, Revi was completely covered by three successive seas and the captain was feared lost.

However, when the water cleared he was seen still hanging on to the stern rails. With Revi now in immediate danger of rolling over, Coxswain Bevan decided on a dash in to the casualty in a trough between two waves.

The lifeboat was driven under the port quarter, striking the ship's stern, and the captain, the last man, jumped; he almost fell overboard but the crew just managed to hold on to him. It was 0233.

A few minutes later Revi rolled over and sank.

The survivors were landed at Grimsby and were taken to the Mission for Seamen. After some refreshment for the crew, Humber lifeboat sailed at 0609 to make the return passage to station.

At 0721, after refuelling and remooring, Humber lifeboat was reported 'ready for service'.

For this service the gold medal for outstanding courage was awarded to Superintendent Coxswain Brian W.

Be van. The bronze medal was awarded to Second Coxswain Dennis Bailey, Motor Mechanic Barry 'Bill' Sayers, Assistant Mechanic Ronald Sayers and Crew Members Michael B. Storey, Peter Jordan, Sydney Rollinson and Dennis Bailey, Jnr.

North Eastern Division Loss of power A GERMAN SHIP, Sutinanhav, broken down eight miles north east of Flamborough Head, was reported to the honorary secretary of Bridlington lifeboat station by HM Coastguard at 0900 on Thursday February 15. She was being storm-driven in a blizzard towards the headland at about l'/2 knots. At first the lifeboat was asked to stand by; shortly afterwards came the request to launch. Humber lifeboat might be required for a service well to the south (see below) and Flamborough lifeboat, although the closest, was instructed by the divisional inspector of lifeboats (North East) not to launch as she had no radar and the weather was directly into North Landing.

In blizzard conditions with falling snow and ice re-forming as quickly as it was cleared the 37ft Oakley William Henry and Mary King had to be lowered down both slipways on a check rope. At 0945 she launched into heavy breaking seas, with visibility only a few yards making it impossible to see the next breaker. A storm to violent storm, force 10 to 11, was blowing from the north east. The tide was three hours ebb; the temperature was — 4°c.

Coxswain Fred Walkingon decided that it would be better to leave Bridlington Bay by the south end of Smithic Sands thus avoiding the extra large shallow water waves between the north end of the sand and Flamborough Head. The lifeboat was struck constantly by large seas and Coxswain Walkington instructed his crew to clip on their lifelines inside the cockpit.

Smithic Buoy was left to port and course set to the north east. The sea was white over with drift and the lifeboat was heading into driven snow squalls during which the wind became even stronger and visibility was reduced. The main sea was easterly with a cross sea breaking from the north. The throttles had to be eased and the bows squared towards the frequent breaking waves. The boat was twice lifted and tossed round 40 degrees to starboard.

Shortly after the lifeboat left Bridlington Bay she was informed that Sunnanhav had regained limited power and was now four to five miles north east of Flamborough Head but still being driven south west. A mile or so further on, Bridlington lifeboat was lifted by a big sea which filled the cockpit with water (this had already happened on a number of occasions previously) and the radar went dead.

Coxswain Walkington continued towards the last known position of the casualty. A few minutes later the Coastguard informed him that Sunnanhav had regained full power and was making for Humber for shelter from the still worsening seas, which were now breaking at 30 foot. Visibility was about 50 yards and the ship could not pick up the lifeboat on her radar.

Coxswain Walkington decided to turn west hoping to make a landfall on the high cliffs to the north of Flamborough Head; if he had gone into Bridlington Bay in the prevailing conditons without radar there would have been the possibility of arriving in very shallow water without a positive indication of position, thus not knowing whether to turn north or south to return to station.

After about 2'/2 hours running with the drogue streamed and being constantly pooped, cliffs were glimpsed through the snow at a distance of about half a mile. They were soon identified as the cliffs north of Filey Brig, a notorious outcrop of rocks; at almost the same time Second Coxswain Denis Atkins shouted a warning that he had sighted Filey Brig ahead at about 100 yards. Coxswain Walkington put the wheel hard over to port. As the boat presented her beam to the sea she was struck and knocked over to starboard.

The engine cut-out operated and the engines stopped. Coxswain Walkington put his engines to neutral and ordered Assistant Mechanic John Sharp to make the 'capsize switches' and restart. The engines fired first time.

Filey Brig Buoy was sighted to port after the coxswain had brought the lifeboat round head to sea. It was now 1510. The crew, who had all been 'hooked on' and braced against the heavy movement, confirmed that they were well and course was set for Flamborough Head.

Motor Mechanic Roderick Stott had been constantly trying to regain a radar picture; it gradually improved after the knockdown and helped with the return passage to harbour. The Coastguard manned both piers with lifesaving equipment until the boat had entered safely.

The lifeboat returned to harbour and refuelled at 1700, though with great difficulty as the fuel was freezing in the funnel. So that she should not go 'off service' inside the harbour at low water, the crew decided to have a hot drink, change into dry clothing and then sail again to rehouse, which was just possible with great care. They mustered again two hours later and sailed, eventually rehousing at 2200 after considerable problems negotiating the slip in the icy conditions. It was 13 hours since they were first called.

Bridlington lifeboat was reported ready for service at 2225.

For this service the bronze medal was awarded to Coxswain Fred Walkington.

Medal service certificates were presented to Second Coxswain Denis Atkins, Motor Mechanic Roderick W.

Stott, Assistant Mechanic John C.

Sharp and Crew Members Anthony J.

Ayre, R. W. Stork and Paul A.

Staveley.

North Eastern and Eastern Divisions Blizzard ON THURSDAY MORNING February 15 a Romanian cargo ship, Savinesti, with 28 people on board was reported in distress 125° 37.5 miles from Spurn Point; she had engine failure and was dragging her anchor. After liaison (made more difficult because heavy snow had brought down telephone wires) between Yarmouth Coastguard, the divisional inspector of lifeboats (North East) and the stations concerned it was decided that Wells lifeboat should launch to try to cut off the casualty which was in danger of grounding on Race Bank or Docking Shoal. Another distress call had come to the north which Humber lifeboat might have to answer and no other lifeboat in the area could launch.

The morning was heavily overcast with continuous snow blizzards and poor visibility; the wind was north easterly strong gale force 9 to storm force 10. Maroons were fired at Wells at 1005 and at 1024 the 37ft Oakley lifeboat Ernest Tom Neathercoat launched from her carriage into Wells Harbour and set out to sea. It was 2'/2 hours after high water.

By 1040 the lifeboat had reached the entrance bar and was confronted by heavy rolling seas and the full force of the wind. The lifeboat was being continually hit and filled by the seas and lost her radar, MF radio and echo sounder. Course was set north by east.

At 1052 Savinesti's position was given at 331° a mile and a half from South Race Buoy by Wells Coastguard.

By 1100 Coxswain David Cox realised that the lifeboat was labouring to clear the water that she was shipping and had to reduce speed. Although this prevented the labouring, she was still filling and all crew throughout the service had to remain in the after cockpit as the heavy breaking seas made the forward well untenable.

As Bridlington lifeboat had managed to launch to the casualty to the north, the divisional inspector of lifeboats (North East) was able to release Number lifeboat to help to the south, and at 1124, after her crew had boarded with great difficulty, the 54ft Arun City of Bradford IV slipped her moorings. A course was set to clear the river at 17 knots. Visibility was reduced to less than 75 yards by the blizzard and, with a temperature of —4°c, there was a 3in layer of ice on the boat and rails.

The radar was giving a very poor picture, only just showing Spurn Light Vessel at 1.5 miles, and the Decca Navigator did not appear to be receiving properly. Superintendent Coxswain Brian Bevan eased back and the scanners were checked. They were found to be coated in thick ice which was chipped away before the lifeboat resumed cruising speed.

On clearing the river speed had to be reduced because of tremendous buffeting and nil visibility. The Decca Navigator could only be used if the lifeboat was slowed right down during the infrequent pauses in the heavy snow, when it was hurriedly 'set up' and a reading taken before carrying on.

At 1113 Savinesti informed the coastal tanker Annuity that she had lost both anchors but had enough power to hold into the weather. At 1124 Annuity reported that she was with the casualty and gave her position as 014° 2.6 miles from South Race Buoy. At 1140 the ferry Norwave was in the vicinity of the casualty.

At 1213 Coxswain Cox considered that Wells lifeboat was near South Race Buoy and asked if Annuity or Norwave could see him on radar, but in that weather, neither could. A minute later the lifeboat sighted a ship and by 1307 was standing by Savinesti. At 1314 Coxswain Cox asked if he could be relieved by Humber Arun lifeboat as soon as possible as his crew were all extremely cold; then, for the next two hours, Wells lifeboat stood by the casualty as she held her own just north of South Race Buoy.

The wind over this period was north-easterly storm to violent storm, force 10 to 11 and there was a very heavy swell with 40ft breaking seas; the banks nearby were making the rollers run for several hundred feet and the continuous heavy snow, and blown spray brought visibility at times down to nil. At times all that could be seen of the other vessels by the lifeboat was the tips of their masts. Several attempts were made by Annuity and Norwave to pass a tow line to the casualty, but it could not be done. Throughout this period the lifeboat VHP transmissions had to be relayed to Yarmouth Coastguard by Norwave.

Meanwhile the tug Lady Moira was on her way to help and Humber lifeboat was also on her way at ten knots, stopping occasionally to chip off ice and fix position.

At 1500 Humber lifeboat was only seven miles away and Wells lifeboat was released to try to make the Norfolk coast in daylight. By now the wind was east north east, violent storm force 11 gusting to hurricane force 12. A course and distance to South East Docking Buoy of 212° ten miles was given to Wells lifeboat by Norwave and with her drogue streamed she started her return trip. It was soon found that the only course she could sustain without violent movement was south west and she was held down to about half speed. The snow was now blowing directly into the after cockpit and it was one crew member's task to keep the screen and compass glass clear.

Heavy white water was seen ahead at 1700. At first it was thought to be the shore but it proved only to be the banks, so course was held. At 1815 some shore lights, thought to be Brancaster, were glimpsed. A parachute flare was put up and an auxiliary coastguard ashore confirmed the lifeboat's position as being just north of Brancaster Golf Club. An easterly course was then set for Wells Harbour. The remaining seven miles took two hours to make good with frequent use of the helm and engines to bring the lifeboat up into the breaking seas.

At 2026 the lifeboat was just west of Wells B~ar but no leading lights could be seen through the blizzard. A local fishing boat, Strandline, came down channel to act as a leading light and give pilotage help on VHP and, at 2110 with her drogue out to its full extent, the lifeboat entered over the bar, being completely swept again by three seas as she came. As the lifeboat could not be rehoused she berthed in the harbour at 2150. The crew were all helped ashore and most found that they were unable to walk. They were helped into a change of clothes and driven to their homes.

In all, Ernest Tom Neathercoat, an open 37ft lifeboat, was at sea for 11 hours 24 minutes in violent storm conditions with very heavy swell and phenomenal seas frequently washing right over her, with continuous blizzard (Wells was cut off by snow for the following three days), poor visibility and sub zero temperatures.

Back at the scene of the casualty, during the afternoon four or five rockets were fired across Savinesti by Norwave in an attempt, which proved unsuccessful, to establish a tow; all lines parted. The tug Lady Moira arrived at 1800 but considered conditions were too bad to risk men on deck.

By the evening Savinesti was making four knots northwards with the intention of steaming north of Dowsing Light Vessel and then running before the sea into Humber. By 0035 on February 16, the snow had moderated to light showers and the wind to strong gale force 9. When in position 000° Dowsing Light Vessel five miles, the casualty and her escorts turned before the sea on a course for the river.

Savinesti entered the River Humber at 0303 escorted by Norwave and Lady Moira and was boarded by a pilot.

Humber lifeboat returned to station and refuelled, reporting ready for service at 0425.

For this service the silver medal was awarded to Coxswain David J. Cox of Wells lifeboat and the bronze medal to Superintendent Coxswain Brian W.

Bevan of Humber lifeboat. Medal service certificates were presented to Second Coxswain Anthony T. Jordan, Motor Mechanic Albert Court, Assistant Mechanic Alan M. Cox and Crew Members Albert Warner, John R.

Nudds, Graham B. Walker and John W. Belts of Wells lifeboat, and Second Coxswain Dennis Bailey, Motor Mechanic Barry 'Bill' Sayers, Assistant Mechanic Ronald Sayers and Crew Members Michael B. Storey, Peter Jordan and Dennis Bailey, Jnr, of Humber lifeboat. Framed letters of thanks signed by Major-General Ralph Farrant, chairman of the Institution, were sent to the master of Norwave, Captain Wally Patch, and to the skipper of MFV Strandline, John Ward.

North Eastern and Eastern Divisions Dutch coaster A DUTCH COASTER Diana V, in distress 101° 74 miles from Spurn Head, was reported to Superintendent Coxswain Brian Sevan of Humber lifeboat station by HM Coastguard at 1400 on December 30, 1978; her cargo of maize had shifted in rough seas near Well Bank. At 1410 the 54ft Arun lifeboat City of Bradford IV slipped her moorings.

On clearing the river she encountered very heavy seas whipped up by a strong easterly gale and visibility was reduced to 100 yards by heavy snow showers. The tide was two hours flood.

At 1419 HMS Lindisfarne reported that she was 20 miles north west of Diana V and heading for her.

Meanwhile, Cromer lifeboat had been put on stand by and at 1451, the 46ft 9in Watson relief lifeboat William Gammon, Manchester and District XXX, on temporary duty at Cromer, launched on service to give extra cover.

At 1559, Humber lifeboat was driving at full speed into the head seas, and had covered 25 miles from Spurn Point, when she suddenly lost speed; an oil pipe supplying the starboard engine was found to be fractured. Knowing that Cromer lifeboat was on her way, that HMS Lindisfarne was now in company with Diana V and that the situation on board the coaster was improving.

Coxswain Bevan decided to return to Grimsby for emergency repairs.

During the return passage Motor Mechanic Barry 'Bill' Sayers and Assistant Mechanic Ronald Sayers, who are brothers, working in a confined space in the engine room of the violently moving lifeboat, managed to strip down the pump in preparation for fitting a replacement pipe; arrangements had been made with the shore for repairs.

HMS Lindisfarne had assumed on scene command and at 1700 she reduced the distress signal to urgency.

Diana V was able to get under way at 9 knots for Humber, escorted by Lindisfarne.

At 1730 Cromer lifeboat reported she was returning, heading for Great Yarmouth as, in the rough seas prevailing, she could not have been rehoused at Cromer. She reached harbour at 2250.

On Humber lifeboat's arrival at Grimsby at 1845 a suitable piece of pipe was located. It was found, however, that, because of the heavy swell, if repairs were to be made in harbour the lifeboat would have to lock in to the Fish Dock—and then might be locked in and thus off service until 0400.

Rather than that, Coxswain Bevan decided that the repair should be made in the river and asked the dock master to open the pen. Despite the heavy swell breaking on the dock gates, City of Bradford IV was penned out without damage at 2030 and 'dodged' down river and towards Spurn to refuel while the mechanics made the repairs.

At 2045 Lindisfarne reported that conditions had become worse and that Diana V was taking water. Helicopter help had been requested (a USAF helicopter arrived on scene at 0030 but had to return to base because of the weather). Humber lifeboat informed the Coastguard that she was taking on fuel and would complete her repairs shortly. By 2136 she was once more on her way to the casualty, ETA two hours.

Diana V was now 097° 28 miles from Spurn Point.

The lifeboat was heading almost directly into the 25ft short, steep seas at full speed and taking a terrific pounding, at times taking off and crashing down into the next wave. At 2235, when still eight miles from the casualty, she crashed down from an exceptionally large sea and all lighting, window wipers and fans failed. Crew Member Dennis Bailey, Jnr, was thrown against the wheelhouse bulkhead, injuring his right eye, knee and elbow. Speed was reduced to ten knots to give the mechanics a chance to find the fault and restore the lighting.

Before repairs could be made, Lindisfarne reported that the lifeboat was now urgently needed to take off Diana V's four crew and two women and asked Humber lifeboat to make best speed to join her. Coxswain Bevan increased speed to full and briefed his crew to prepare to go alongside using only the two hand torches.

Humber lifeboat arrived on scene at 2301 and prepared to go alongside Diana V which was steering down sea on an erratic course at 5 knots with a heavy list to port. The lifeboat crew found that both the inflatable dinghy and liferaft had broken loose from their fastenings. They lashed them down and then fendered the starboard bow. With the wind now gusting to 56 knots, storm force 10, and the -4°c temperature freezing the sea water to deck and rails, moving about on deck was very difficult.

Coxswain Bevan instructed the master of Diana V to have his crew on his port quarter ready to jump and Lindisfarne illuminated the coaster with her searchlight. All the lifeboat's crew except for the two mechanics fastened their lifelines to the rails forward. Just as Coxswain Bevan edged the lifeboat in to Diana V's port quarter a breaking sea hit the stern of the casualty, almost washing her crew off the deck; the two vessels were thrown together, part of the lifeboat's rubbing strake being ripped away and her anchor stowage moved aft. Her engines were put full astern as her bows were then some ten feet above Diana V's deck.

After making sure that the crew were all ready, a second approach was made. This time a heavy sea struck the lifeboat's starboard quarter, crashing her starboard bow against the coaster; a fender exploded with a very loud bang and more rubbing strake was torn away. The engines were again put full astern to clear the casualty's stern which, as she heeled over, was only three feet away from the coxswain in the upper steering position on the flying bridge.

On the third run in, as the lifeboat's bow hit the casualty some five feet below where her people were waiting, a 12-year-old girl was dropped into the arms of the lifeboat crew and, as the lifeboat rose up the coaster's side, the other woman and four men jumped aboard, the crew breaking their fall.

The engines were again put full astern to avoid being 'laid over' by Diana V.

The survivors, wet, cold and suffering from shock, were taken below and cared for while the lifeboat took station on Diana V's port quarter; her captain, his crew safe, had decided to try to save his ship. With only her fo'csle and bridge visible most of the time as seas broke clear across her hatches, and escorted by HMS Lindisfarne and Humber lifeboat, Diana V headed for the River Humber 20 miles ahead. The river was safely entered at 0145. At 0200, when in smooth water, a pilot boarded and Humber lifeboat returned to Spurn Point and the waiting ambulances.

The lifeboat was refuelled and returned to her moorings, reporting ready for service at 0345 after 133/4 hours on service.

For this service the silver medal was awarded to Superintendent Coxswain Brian W. Bevan. The thanks of the Institution inscribed on vellum were accorded to Second Coxswain Dennis Bailey, Motor Mechanic Barry 'Bill' Sayers, Assistant Mechanic Ronald Sayers and Crew Members Michael B.

Storey, Peter Jordan and Dennis Bailey, Jnr. A framed letter of thanks signed by Major-General Ralph Farrant, chairman of the Institution, was sent to the commanding officer of HMS Lindisfarne, Lt-Cdr A. J. C. Morrow, RN, and a letter signed by Cdr Bruce Cairns, chief of operations, was sent to J. J. Smith, honorary seretary of Cromer lifeboat station, expressing the Institution's appreciation to Coxswain Richard Davies and his crew.

Western Division Fishermen taken off THE COXSWAIN of Angle lifeboat was informed at 0007 on Friday December 1, 1978, that the 39ft fishing boat Cairnsmore, on passage to Scotland, was in trouble five miles south west of the Hats and Barrels. Maroons were fired and at 0030 Angle's 46ft 9in Watson Richard Vernon and Mary Garforth of Leeds launched and set course at full speed for the casualty.

The wind was easterly force 5 on launching but the weather deteriorated rapidly, the wind veering south easterly and reaching near gale force 7 by the time the lifeboat had cleared St Ann's Head. The sky was overcast, with heavy rain and sleet. It was low water springs.

The weather continued to deteriorate, with the wind rising to strong gale force 9, and there was a weather forecast of gale to storm force imminent.

Realising the urgency of getting to Cairnsmore as quickly as possible, Coxswain/Mechanic William Rees Holmes maintained full speed. He heard by radio that RFA Sir Percival was on her way to stand by the casualty, ETA 0300, and that the tug Barracuda was also on her way from a position 30 miles north of South Bishops.

The lifeboat arrived at the casualty at 0430, a quarter of an hour after Barracuda, and it was decided that the tug should tow Cairnsmore to Milford Haven while the lifeboat stood by as escort.

The tow began at 0502, speed 4 knots. The wind was now force 9 gusting to storm force 10 with breaking seas of about 20 feet, and Cairnsmore was rolling her wheelhouse nearly horizontal.

Her crew were sheltering, as best they could, on deck around the wheelhouse.

At 0940 Crew Member Gerald Edwards reported to the coxswain that one of the crew of the fishing boat was in the water. Informing the tug and telling his crew to keep the man in sight, Coxswain Holmes began to manoeuvre into position to recover him. With the lifeboat dropping 20 feet off the waves and the waves breaking over the man in the water, he wanted to come up into the sea so that he had the greatest control of his boat. He therefore turned, ran down sea and turned to come up to the man, lying slightly off while one of the crew threw a heaving line. The line caught round the man, he was pulled alongside the lifeboat and got inboard and down to the after cabin. He was wearing a lifejacket but was very cold having been in the icy water for about ten minutes.

The tugmaster then asked Coxswain Holmes to take off the remaining two fishermen because he thought Cairnsmore might capsize. While the tugmaster tried to keep the bows of the fishing boat into the sea, Coxswain Holmes took the lifeboat alongside, a manoeuvre requiring all his experience as Cairnsmore was rolling and pitching so heavily that, as she went over, her bottom was clearly out of the water.

Nevertheless, the lifeboat was safely brought alongside and the two men taken off.

The tow began again and Milford Haven was reached without further incident at 1306, when the lifeboat put the men ashore. The man who had been in the water was taken to hospital for a check up but was released later the same day.

The lifeboat arrived back at her station at 1510 and was rehoused and ready for service at 1542.

For this service a bar to his bronze medal was awarded to Coxswain/ Mechanic William J. Rees Holmes.

Medal service certificates were presented to Crew Members Gerald C. W.

Edwards, Roger V. O'Callaghan, Norman A. Knowles, Jeffrey Stringer.

Danny J. Richards and Stephen J.

O'Leary.

South Eastern Division Storm search BRIXHAM COASTGUARD asked the honorary secretary of St Peter Port lifeboat station at 2030 on Thursday January 4 to put the lifeboat on stand by for MV Canlonad, a 2,200 ton Greek freighter with a crew of 16, reported listing heavily about four miles south of the Channel Light Vessel.

The crew were assembled; then came the request to launch. At 2109 St Peter Port's 52ft Arun lifeboat Sir William Arnold slipped from her moorings and set out at full speed. She had 31 miles to go to the reported position and this became 38 miles eventually, due to the casualty's set and drift.

The wind was east north east, gale to hurricane force 8 to 12, and remained so for the entire 12 hours of this service, with poor visibility and snow showers. It had been blowing from the east at gale to storm force since the previous day. It was now two hours before high water and the lifeboat encountered rough seas as soon as she left harbour.

Within 15 minutes, as the lee of Herm was cleared, the liferaft broke adrift from its stowage on the foredeck and Coxswain John Petit turned stern to sea for it to be resecured. As the after door was opened a sea broke over the after deck and entered the cabin, so that the crew had to suffer wet conditions almost from the outset. Messages relayed from St Peter Port were now indicating that the casualty's plight was worsening and so Coxswain Petit resumed course as rapidly as possible and continued at full speed of 19 knots in spite of the steadily increasing sea.

Two helicopters had been 'scrambled' and another vessel was also on her way to help. At 2244 this vessel reported that Cantonad had now disappeared from her radar screen in position 49°54'N, 03°05'w. The lifeboat duly altered course for this position.

Soon after 2300, Coxswain Petit turned in the helmsman's seat to speak to the radar operator, behind him on his starboard hand. At the same moment an exceptional sea broke just forward of the starboard beam. The lifeboat was rolled about 45 degrees to port and fell down the opposite side of the wave.

The coxswain was thrown out of his seat into the port after corner of the wheelhouse, striking his head on the fire extinguisher, which knocked him unconscious for a few moments and activated the extinguisher. Crew Member John Robilliard was also thrown across the wheelhouse. cracking two of his ribs.

At 2351 the helicopters were sighted by the lifeboat and one of them reported that they were having extreme difficulty because survivors could not get into the strop. The lifeboat replied that she was making best speed to assist. The helicopter then dropped smoke floats to mark the search area for the lifeboat and said that the other helicopter had now departed for Berry Head with one survivor picked up from a liferaft at 0011. Eight minutes later the lifeboat sighted two bodies and, after extreme difficulty, three crew members managed to get them aboard.

The lifeboat searched in co-operation with the helicopter until it was apparent that there was no further hope. At 0400 the lifeboat reported that conditions were now so bad that it had become impossible to search upwind at all. A Nimrod aircraft had joined the search and dropped flares for the helicopters until about 0520. The helicopters then left to return to Culdrose and the lifeboat was recalled to station ten minutes later.

As the lifeboat set course for home, with the wind now on her port bow, progress was limited to six knots by phenomenal seas so that St Peter Port was not finally reached until 0900. The lifeboat was refuelled and returned to her moorings at 1000.

For this service a third bar to his bronze medal has been awarded to Coxswain John H. Petit. Medal service certificates were presented to Acting Second Coxswain Robert Hamon, Motor Mechanic Eric C. Pattimore, Assistant Mechanic Robert Vowles and Crew Members John H. Robilliard and Graham Eker.

South Western Division Trawler broken down A FISHING TRAWLER, Fairway, broken down and drifting towards shore about eight miles south of Lyme Regis was reported to the honorary secretary of Torbay lifeboat station at 0032 on Saturday December 2, 1978. The trawler's crew, who were trying to repair her engine, gave no indication of urgency and a tug had been declined.

However, with the wind south south east strong gale force 9 to storm force 10. and knowing that Exmouth lifeboat could not launch until 0230 because of conditions on the bar and that helicopter help could not be expected until 0700, it was decided at 0155 to launch Torbay lifeboat. So Coxswain Arthur Curnow and his crew, who were already assembled, boarded Torbay's 54ft Arun lifeboat Edward Bridges (Civil Service and Post Office No. 37) and at 0200 she slipped her moorings.

There was heavy rain and the spring tide was in the first hour of flood.

After leaving harbour. Coxswain Curnow and his crew cleared the upper deck to the wheelhouse and radio cabin and the after watertight door was closed. A course of 065°M was set at 18 knots, but three minutes later, as the lee of Berry Head was cleared, movement of the lifeboat became so violent with the very heavy sea just abaft the beam that speed had to be reduced to 15 knots; with an adverse tide of about I knot as well as the heavy seas, speed over the ground was reduced to about 13'/2 knots.

Radio/telephone contact was now established with the coxswain of Exmouth lifeboat: although she could not clear the bar until 0230, it was agreed that she should stand by. Esso Cardiff and another vessel offered help by creating a lee, but the casualty was now dragging her anchor into shallow waters which would present a hazard to these two vessels, so Coxswain Curnow declined their offers with thanks.

Fairway was still over eight miles away when the lifeboat's radar failed after a wave broke over the scanner during a heavy roll. Fortunately both the lifeboat and casualty had Decca Navigator so that accurate plotting of interception courses was still possible; heavy rain prevented a visual sighting for a further 35 minutes.

At about 0345. as the lifeboat approached. Fairway reported her anchor warp parted. She could now be seen with all lights burning, and Coxswain Curnow asked the skipper whether he wanted the lifeboat to take off the entire crew or to stand by. The skipper asked him to stand by; work was continuing on the trawler's engine, but it proved to be of no avail.

At 0410 Coxswain Curnow went to the upper conning position on the flying bridge and took the lifeboat in towards the casualty. He spoke to the trawler on VHP: 7 am 20 yards off your stern; do you want to abandon?' Receiving the answer 'Yes' he asked the skipper first to let go the trawl board, which was hanging over the side, and then to assemble his six crew on the port side amidships with lifejackets on.

Fairway was lying almost starboard beam to the sea, bows east, her parted anchor warp still out, and she was drifting north westwards at nearly 1 knot towards the shore in a shallowing area of Lyme Bay from which local fishermen keep well clear in south-easterly gales. She was rolling and pitching violently in steep seas ranging to 25 feet.

Coxswain Arthur Curnow brought the lifeboat close in towards Fairway's port side and Second Coxswain Keith Bower once more shouted to the casualty to let go her trawl board and to assemble the crew amidships ready to be taken off one at a time. One lifeboatman stood by on the foredeck with a lifebuoy and heaving line as a precaution while the others stationed themselves along the lifeboat's starboard side to receive the survivors.

When the trawl board dropped clear, Coxswain Curnow brought his starboard bow in against the casualty and the first man was taken aboard. The coxswain then held his bow off with his port engine so that the flare should not overlap the trawler's rails as the two boats rolled together. As the lifeboat came alongside again three more men were taken aboard amidships while another man leapt for the lifeboat's after guardrail and hung over it, legs outboard. Coxswain Curnow saw a large sea approaching, realised that the man was in danger of being crushed, and put both his engines full astern.

Fairway rolled heavily and her port gallows came down scraping the survivor's back as the lifeboat pulled astern. The crew then rolled him inboard, comparatively unharmed.

There was one man still left aboard.

The lifeboat was again taken alongside and this last rnan dived on to the foredeck head first as Coxswain Cur- now went astern to clear. The time was 0425.

As soon as all the survivors were safely below in the after cabin and all was secured on the upper deck, a course of 240°M was set for Brixham.

There was less than half a knot of adverse tide on the return passage but the lifeboat made good only 11 '/2 knots in the severe seas, arriving at Brixham breakwater at 0630.

The following morning Fairway was found ashore on the rocks at Charton Bay, five miles north north east of the rescue position, her bottom holed and engine room flooded.

For this service the bronze medal was awarded to Coxswain Arthur L. V.

Curnow. Medal service certificates were presented to Second Coxswain Keith W. Bower, Acting Motor Mechanic William J. Hunkin and Crew Members Nicholas Davies, Richard R.

Brown, Michael Mills and Ernest C.

Fradd.

Ireland Division Fishing boat sinking ROSSLARE HARBOUR OFFICE informed Storeman R. Walshe at 1130 on Thursday December 7, 1978, that a Swedish cargo vessel had relayed a distress signal from a fishing boat sinking off Tuskar Rock. Maroons were fired at 1135, the deputy launching authority of Rosslare Harbour lifeboat station was informed and at 1155 the 46ft 9in Watson relief lifeboat Sir Samuel Kelly on temporary duty at Rosslare launched on service.

A storm force 10 to violent storm force 11 was blowing from the south east and there was a very heavy sea running. High water was at 1140.

Acting Second Coxswain Seamus McCormack was in command on service for the first time, the coxswain being away on lifeboat business. On clearing harbour he set course through the approach channel for Tuskar Rock.

Progress was difficult in seas estimated at 10 metres high and extra lookouts were posted to watch for navigation buoys through the driving rain.

At 1215 the casualty's position was amended to 3.5 miles 210°M from Tuskar Rock and Acting Coxswain McCormack altered course to intercept, allowing for the northerly drift.

The Swedish cargo vessel was sighted at 1300 and the casualty, Notre Dame du Sucre Coeur, ten minutes later. A helicopter was seen to recover a man from the sea and to stand off.

With the storm still blowing at force 10 to 11, Acting Coxswain McCormack circled the casualty to observe her motion in the seaway. He chose his moment to bring the lifeboat alongside the starboard quarter and one fisherman was dragged aboard by Crew Member Thomas Billington and Assistant Mechanic Sean Martley. A second run was made on to the port quarter and a second fisherman recovered.

After checking that there were no further survivors aboard, the fishing boat, obviously sinking, was abandoned.

The lifeboat returned to harbour at reduced speed in the following seaway, arriving at 1445. The fishermen were landed and the lifeboat made ready for service at 1530.

For this service the bronze medal was awarded to Acting Second Coxswain Seamus McCormack. Medal service certificates were presented to Motor Mechanic Matthew W.

Wickham, Assistant Mechanic Sean P.

Martley and Crew Members Thomas Billington, Peter Breen, Brian J.

Wickham and Bernard A. Keogh.

Eastern Division Struck wreck WARDEN POINT COASTGUARD informed the deputy launching authority of Sheerness lifeboat station at 2046 on Saturday December 30, 1978, that a red flare had been sighted in Gillingham Reach. Maroons were fired at 2049 and at 2106 Sheerness lifeboat, the 44ft Waveney Helen Turnbull, slipped her moorings and headed up the Medway at three-quarter speed because of the prevailing conditions.

The night was heavily overcast with snow flurries and moderate to poor visibility. A strong gale, force 9, was blowing from the north east and there were rough breaking seas. It was four hours before high water springs.

At 2118 the lifeboat was given details of a cabin cruiser, Ma Jolie II, overdue on passage down the Thames from St Katherine's Dock to the Medway. By 2137 Helen Turnbull was off Darnett Ness and put up a parachute flare so that the people who had raised the alarm could gauge the lifeboat's position in relation to the distress flare. At 2145 she was informed that she was in the vicinity of the flare sighting and, realising that the tide and wind would set a casualty south west, Coxswain/ Mechanic Charles Bowry headed up Pinup Reach. By this time all crew members were on deck searching with the aid of searchlights, although in the snow, now heavy and continuous, the lights were not very effective.

A small white light flashing sos was seen at 2151; it came from Cinque Port Marshes, near the position, the coxswain knew, of a partially submerged wreck. The approach from the edge of the channel to the casualty was through yacht moorings.

Not knowing the condition of the casualty, which could only be glimpsed through the snow and spray and the many moorings, and not wanting to lose any time, Coxswain Bowry decided that he could not anchor and veer down. Instead, accepting the fact that even if he should damage both propellers he should still be able to get the survivors off and then ride out the weather on the lifeboat's anchor, he headed in towards the casualty with the crew trying to illuminate the yacht moorings on all sides.

The lifeboat had to use full rudder and maximum revolutions to come round head to sea about 15 feet from the casualty, which was lying head to sea with her anchor out but dragging.

Before the nearness of the yacht moorings made the lifeboat's position untenable and Coxswain Bowry had to clear to the north, the crew managed to ascertain that the boat was Ma Jolie II and that she had struck an obstruction and lost her propeller.

The snow was heavy and continuous.

With the force 9 wind, the nearness of the land and the strong spring tide coming between the islands the sea was very rough and confused and spray was being driven right across the lifeboat and the casualty.

The lifeboat had taken station off No. 26 buoy in Gillingham Reach to assess the situation. Coxswain Bowry decided that the cabin cruiser must have hit the wreck, and that this wreck should now be on her other side. He took the lifeboat in again through the moorings, turned head to sea and eased in starboard side to Ma Jolie II's port side. One man was taken off before the heavy seas and the hazard of the moorings meant that the lifeboat had again to be taken clear. A third approach was made in the same way and, at 2208, the second man was taken off and the lifeboat cleared the area and re-entered the channel.

The two men were landed at Gillingham Pier into the care of the pier master at 2220. The lifeboat then returned through the Medway and was berthed again and ready for service at 2359.

For this service a bar to his bronze medal was awarded to Coxswain/ Mechanic Charles H. Bowry. Medal service certificates were presented to Emergency Mechanic Grant Burnham and Crew Members Colin J. Washford, Ian J. McCourt and Martin R. Oliver.

South Western Division Injured man A YACHT AGROUND in Worbarrow Bay was reported to the deputy launching authority of Weymouth lifeboat station at 0006 on Sunday September 24, 1978, and at 0030 the 54ft Arun lifeboat Tony Vandervell, with Coxswain Alfred Pavey in command, slipped her moorings and headed for Worbarrow Bay, about nine miles to the east.

It was an extremely dark night with an overcast sky. The wind was westerly force 3. It was high water and there was a ground swell of eight to ten feet.

Communication with the Coastguard was established on Channel 0 VHP, and it was learned that there was a very seriously injured man on the cliff at Worbarrow Tout, about eight feet above water level, and that the only possible means of taking him off would be by sea.

Coxswain Pavey decided that the lifeboat's inflatable dinghy would have to be used but first, on arrival at the scene at 0110, he took the lifeboat within a few feet of the rocks where the casualty lay to make a thorough appraisal of the situation which the dinghy would encounter.

The injured man was seen to be lying face down on the rocks. He had a Coastguard strop around him, the line from which was held by Coastguard Gerald Plant, who had made the very difficult and dangerous climb down over the cliffs and was now astride a pinnacle of rock about two feet above the casualty's head.

The yacht, Sartorious, was already smashing up on the rocks below the injured man as Coxswain Pavey took the lifeboat into deeper water to launch the dinghy. Tony Vandervell had only about 100 feet within which to manoeuvre between the shallow ledges.

She rolled heavily as she lay beam-on to the swells in this confined area so that launching the dinghy was only accomplished with difficulty. Coxswain Pavey kept one of his crew on the searchlight and another on the Aldis lamp, illuminating the casualty and the dinghy, while a third crew member was assigned to report constantly on the echo sounder readings.

With Motor Mechanic Derek Sargent as helmsman, Second Coxswain Victor Pitman, a qualified first aider, embarked in the dinghy taking with him the Neil Robertson stretcher. Another survivor had told the Coastguard that the injured man was only semiconscious.

After some difficulty. Motor Mechanic Sargent found a place where he could bring the dinghy in to the rocks near the casualty and Second Coxswain Pitman jumped ashore with the stretcher. He was faced with a 45-degree slope of rock to climb which, even in daylight, would have been hazardous. Meanwhile, Motor Mechanic Sargent lay off in the dinghy and tried to circle clear of rocks. There were nevertheless a number of anxious moments when the skeg struck rocks and the engine stalled, although it always restarted with the first pull.

On reaching the casualty, Second Coxswain Pitman found that the man had three large cuts across his back, which later required 16 stitches, and a head wound which would also have to be stitched. It was also found later that he had six broken ribs. He was a big man, six feet tall and weighing between 14 and 15 stone and the second coxswain had great difficulty in getting the stretcher around him, particularly as it was apparent that he was severely injured above the waist, and there were only footholds on the rocks.

Eventually, with the man secured in the stretcher, Vic Pitman passed the stretcher's headrope up to Gerald Plant, who was still holding the strop rope; he then took the rope off the Coastguard strop and secured it to the head ring of the stretcher for lowering down the rock face. Motor Mechanic Sargent brought the dinghy in again to the same place as before while Second Coxswain Pitman, helped by the uninjured yachtsman, worked the casualty slowly round the cliff to a point above the dinghy. With Coastguard Plant paying out the rope, the two men edged the stretcher down to the dinghy's bow level, Motor Mechanic Sargent coming forward to help lift it on board. With Vic Pitman embarked, Derek Sargent took the dinghy back to the lifeboat.

The lifeboat was turned head to swell and it took four men on deck to bring the injured man aboard while Coxswain Pavey manned the searchlight himself so that he could see to keep the boat clear of the rocks.

Such were the difficulties and hazards of the situation that it had taken an hour and a quarter to embark the injured man in the lifeboat. While Second Coxswain Pitman accompanied him on board, Motor Mechanic Sargent, with Crew Member Bernard Wills, took the inflatable dinghy once more inshore to bring the second man out to the lifeboat. He then returned to take off Coastguard Plant, landing him on a nearby beach with the remainder of the Coastguard team; with them was the third member of the yacht's crew, who had originally raised the alarm by a seemingly impossible feat of cliff climbing, and he was ferried out to the lifeboat.

The lifeboat arrived at Weymouth at about 0340.

For this service the thanks of the Institution inscribed on vellum were accorded to Second Coxswain Victor J.

Pitman. Framed letters of thanks signed by Major-General Ralph Farrant, chairman of the Institution, were presented to Coxswain Alfred T. Pavey and Motor Mechanic Derek J. Sargent, and vellum service certificates were presented to Emergency Mechanic Eric L. Pavey and Crew Members Bertie Legge, Chris Tett, Bernard R. Wills and Colin E. Pavey. A letter was sent from the RNLI to the chief coastguard complimenting Coastguard Gerald Plant on his part in the service.

Scotland North Division Knockdown A COASTER, Fendyke, in trouble off Carnoustie a few miles north of the entrance to the River Tay was reported to the honorary secretary (operations) of Broughty Ferry lifeboat station, who is also the harbour master, by HM Coastguard at 2212 on Sunday December 24, 1978.

The average readings of the gauge on Abertay Light Vessel, which are transmitted to a recorder in the harbour office, gave a wave/swell height of 20 to 25 feet with an occasional height of about 30 feet. The honorary secretary considered these bar conditions well within the ability of Broughty Ferry's 52ft Arun Spirit of Tayside and alerted Coxswain John Jack. The lifeboat slipped her moorings at about 2225 and headed down river on service.

Off the moorings there was an easterly fresh to strong breeze blowing, force 5 to 6, with a moderate sea. The tide was just after high water and starting to ebb.

Conditions worsened as the lifeboat approached the bar with the wind increasing to easterly gale to strong gale, force 8 to 9. Coxswain Jack checked the weather with Fendyke which was nearer the bar than the light vessel and decided to continue. Speed was reduced to half and a course of about 070° was set.

With the light vessel on reduced power, the channel buoys out of position, the radar only intermittently picking up the coastline and conditions making it impractical to plot. Coxswain Jack had to rely on local knowledge.

The wheelhouse windows had badly steamed up. Deciding that pilotage would be better from the upper conning position, he and Second Coxswain Hugh Scott went up to the flying bridge.

The seas were now coming in from different directions over some 30 degrees on the starboard bow. To ride these the coxswain was on the wheel and the second coxswain using the throttles as necessary. Seas were about 20 to 25 feet high and breaking, with some 70 feet between the crests (period five to six seconds).

As the lifeboat neared the middle buoys she was struck on the starboard shoulder by a heavy sea and pushed well over to port. A few minutes later, at about 2315, a heavier sea, estimated at between 30 to 35 feet high and appearing as a solid wall of water, was seen coming in on the starboard bow.

As the coxswain tried to head the sea, the second coxswain opened up the throttles to meet the sea and then throttled back as it hit the starboard shoulder engulfing the lifeboat. The lifeboat then dropped some 20 feet into the trough and was knocked right over to port causing the capsize switches to reduce the engines to idling. This sea carried away the top mast together with the blue flashing light and masthead navigation light, and also the searchlight which had been mounted on the port side.

Motor Mechanic William Pike immediately re-engaged the engines continued on page 177.