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 factthat 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..