South Eastern Division Twenty rescued CAPE COAST, a 2,650 ton Panamanian cargo vessel, broadcast on Channel 16 VHP at 0327 on Wednesday January 10 that she was in distress and taking water in her engine room; she was 2.2 miles from Nab Tower on a bearing of 121°. HMS Eskimo was in the vicinity, heard the broadcast and reported that she was making for the casualty at best possible speed. Cape Coast then sent a second radio message saying that she had an increasing list to starboard and that there were 20 people on board.

A mayday relay was sent out at 0335 which was answered by a French vessel, Montlhery; she reported that she was 3.6 miles from the casualty and making for her. Selsey lifeboat was placed on stand by.

Twenty minutes later Cape Coast reported that, as her anchor was not holding in the southerly storm force 10 winds and she was drifting, she intended to put a liferaft over the side for her crew to abandon ship. In view of the extremely severe sea conditions and the darkness, however, HMS Eskimo, assigned the duties of on scene commander, advised her not to attempt either to launch a liferaft or to abandon ship.

At 0400 Eskimo reported that the sea conditions were so severe that she could not launch her seaboat and asked for the help of a lifeboat. Shoreham Coastguard telephoned the honorary secretary of Selsey lifeboat station and at 0410 Selsey's 48ft 6in Oakley Charles Henry launched down her slipway into a southerly wind recorded on the lifeboat station anemometer as 63 knots (violent storm, force 11) giving very rough seas and heavy swell. It was one hour after high water on a bitterly cold morning.

Coxswain Michael Grant cleared the slipway and reduced speed to allow the crew to ship the VHP and radar aerials.

Once this task, made very difficult by the rough sea and strong wind, was completed Coxswain Grant ordered all his crew into the wheelhouse and set a course of 175° to clear the Mixon rocks at best possible speed. The Mixon, not sighted except by radar because of the severe weather, was cleared at 0425 and a course of 255° set to pass through the Looe channel. At the west end of the shallow Looe the channel buoys were not sighted but a clearing bearing was obtained by radar from the shore.

Almost immediately after taking this fix the lifeboat was hit by three huge successive breaking seas, the first of which flung the lifeboat upwards clear of the water and then sent her crashing down into a great trough where she came up all standing. The height of the waves was judged to be some 30 to 35 feet. Speed was reduced but the lifeboat continued to be pitched and pounded heavily.

Charles Henry, reaching Cape Coast at about 0520, found that her decks were being swept continuously by huge waves and that she was dragging her anchor. Two liferafts which had been inflated were blowing around in the rigging like kites. At 0540 Montlhery, unable to offer further help, resumed her passage to Southampton. After discussions between the captain of HMS Eskimo, Coxswain Grant, the Coastguard, Selsey honorary secretary and the divisional inspector of lifeboats (SE) it was agreed that the crew of Cape Coast should be strongly advised to stay aboard until daylight and until the weather eased, as, according to the forecast, it would do. The lifeboat would stand by meanwhile.

By first light, at about 0720, the wind had gone round to the south south west and eased to strong gale force 9; the sea was still very rough. Coxswain Grant advised the master of Cape Coast that he intended taking off her crew a few at a time. At 0730, with the 4'A hour flood tide setting north easterly, the lifeboat was manoeuvred bows in to the starboard quarter of the heavily pitching Cape Coast which had a pilot ladder hung down her side; her freeboard was some 20 feet. She was pitching heavily and Coxswain Grant carefully brought the lifeboat in so that all but her heavily fendered port bow remained clear of Cape Coast's heaving stern.

With four of her crew on deck, Charles Henry was held bow in to the casualty while seven of Cape Coast's crew were in turn snatched from the snaking pilot ladder on to the foredeck of the lifeboat. Then the two boats were swept apart by a large sea.

On a second similar run in alongside a woman crew member mis-timed her jump from the pilot ladder, was caught on the guardrail and only prevented from falling between the ship and the lifeboat by the prompt action of three of the lifeboat crew. On the third, and last, run in the remainder of Cape Coast's crew of 20 were snatched from the ladder, but while the lifeboat's bow was held in position several large seas picked her up and drove her hard against the cargo vessel's plating, causing damage in way of the port belting, bow pudding and foredeck bulwark.

At 0751, some 20 minutes after starting to take off the crew, Coxswain Grant was able to report the entire crew of 20 safely aboard the lifeboat.

The woman, who had hurt her back, was wrapped in blankets and watched over by a crew member. Course was then set for Portsmouth.

Portsmouth Harbour was reached at 0955 and the survivors landed at HMS Vernon. Hot soup was waiting and the Queen's Harbour Master's staff and personnel from HMS. Fife took care of both lifeboat crew and survivors. The wind continued to fine away and had veered to the west. By 1030 it was westerly force 5 to 6 and with the lifeboat crew now warm and refreshed Charles Henry sailed from Portsmouth and was rehoused and ready again for service by 1410.

For this service the silver medal was awarded to Coxswain Michael J. Grant and medal service certificates were presented to Second Coxswain George E. Woodland, Motor Mechanic Francis R. Wells, Assistant Mechanic Terence A. P. Wood and Crew Members Paul G. Smeaton, Derek F. Allchurch and Richard S. Smith. Letters of thanks signed by John Atterton, acting director of the Institution, were sent to Captain P. A. Pinkster, the Queen's Harbour Master, Portsmouth, and to Captain R. G. Fry, RN, commanding officer of HMS Fife.

South Eastern Division Sinking fishing boat NITON RADIO advised Solent Coastguard at 2031 on Saturday December 30, 1978, that the 42ft fishing vessel New Venture reported to be midway between Nab Tower and Hayling Island had sent a message by VHP that she was sinking and needed immediate help.

Helicopter assistance was requested but, with a strong gale, force 9, blowing from the north east and violent snow storms giving at times almost nil visibility, no helicopter could take off. So, a few minutes later Shoreham Coastguard requested the launch of Selsey and Bern bridge lifeboats and by 2100 both Selsey's 48ft 6in Oakley Charles Henry and Bembridge's 48ft 6in Solent Jack Shayler and the Lees had launched and were on their way through blinding snowstorms.

With Coxswain Michael Grant at the helm, Charles Henry was headed 215° for a mile to clear Selsey Bill and the surrounding shallows and then turned to starboard to 300° and at 2114 to 310° to enter and search Bracklesham Bay.

New Venture had reported touching bottom close to a pole with a basket on it and Selsey lifeboat had been asked to search the bay and particularly the area around the East Pole Sands target beacons.

Visibility continued to be almost nil in the blinding snowstorms and the clearance of snow from outside and ice from inside the wheelhouse windows was a continuous task. On four occasions the radar ceased to operate and the scanner had to be cleared of snow and ice before it could function again.

Depending almost entirely on radar blind pilotage and the echo sounder, and with Assistant Mechanic Terence Wood continuously at the radar set, Coxswain Grant searched the shallow inshore area to no avail.

Following discussion between Shoreham Coastguard and Selsey honorary secretary it was agreed that New Venture had probably misjudged her position and that the pole with a basket that had been sighted had in fact been the Mixon Beacon, and so it was decided that Charles Henry should check the shoremarks eastwards towards the Mixon. The new search started at 2330.

At 0034 on Sunday December 31 MV Esso Caernarvon, which had been helping with the search, located New Venture 7.2 cables from Nab Tower on a bearing of 050°; she was in a semi sunken state and her crew were suffering from exposure. Neither Esso Caernarvon nor the outward bound ferry Viking Venturer could reach the casualty so they floodlit the area until the arrival of Selsey lifeboat. At this time Bembridge lifeboat was advised that she could stand down and, unable to rehouse on her own slipway, she made for Cowes for the night.

By 0120 Charles Henry had arrived on scene and Coxwain Grant, manoeuvring close up to New Venture's port quarter, took off the two very cold fishermen. The wind remained north easterly force 9 with poor visibility in the snowstorms. The tide was two hours ebb.

An attempt was made, at the request of the owner, to take New Venture in tow, but she started to sink almost immediately the lifeboat got under way. The tow rope was axed through and the boat sank.

With New Venture lost, Coxswain Grant headed for Chichester Harbour where the lifeboat arrived and disembarked the two survivors at 0410. As the weather was far too severe either to rehouse or moor off the slipway at Selsey a Land Rover led two cars through the snow from Selsey to Chichester to pick up the exhausted lifeboat crew. Charles Henry returned to station the following forenoon, January 1, and at 1120 was again reported ready for service.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain Michael J. Grant and vellum service certificates were presented to Second Coxswain George E. Woodland, Motor Mechanic Francis R. Wells, Assistant Mechanic Terence A. P. Wood, Crew Members Paul Davis, Martin J. Rudwick and David F. Munday and Fleet Mechanic David Crossley. Letters of thanks signed by John Atterton, acting director of the Institution, were sent to Coxswain Peter Smith, BEM, of Bembridge lifeboat and his crew, and to the master of MV Esso Caernarvon.

Western Division Yacht on bar THE AUXILIARY COASTGUARD On Watch at Penrhyn on Tuesday April 17 saw, at 1155, a small yacht under outboard engine with her mainsail up making for the River Teifi. It was a fine day with a clear sky and the sea in the bay was calm with a long ground swell. However, the wind, although only light, was from north west, the spring tide had just started to ebb and on the bar the sea was rough with breaking waves about eight to ten feet high. An extract from Teifi Boating Club book notes: 'Cardigan Bar may become dangerous in west to north-west winds. It may also break when ground swell is present. This usually happens on the ebb tide about one hour after high water. The bigger the tide, the greater the risk. It may happen on a fine day with little or no wind.' At 1200 the auxiliary coastguard telephoned the deputy launching authority of Cardigan ILB station, who lives by the beach at Poppit Sands, and it was agreed that the inshore lifeboat should launch. By this time the yacht had entered the rough water, broached, her outboard had been flooded and she had anchored. Her mainsail was still up.

The ILB launched at 1212, manned by Helmsman Vernon Evans and Crew Member Robert Reynolds, and made for the yacht at full speed until reaching the rough water on the bar. She found that the yacht, Snow Wych, her bow pointing out to sea and her mainsail up, was being carried seaward by the ebb until the breaking seas forced her back on to her anchor, so that she was surging and yawing violently with no regular pattern.

Helmsman Evans circled the casualty noting the rough seas and the wildly yawing boat. He waited for a time when the sea was relatively quiet and then made his approach, driving the ILB in against the yacht's port side and holding her there while Crew Member Reynolds took the two younger members of her crew on board; they were landed safely at Poppit Sands.

The ILB was then taken back into the rough water and once again she circled the yacht awaiting the relatively quiet period when she could drive in alongside her port side. As the yacht yawed she was rolling and pitching so heavily that from the shore her keel was seen clear of the water. The ILB took off the two remaining men but, as she cleared the casualty, the yacht yawed again violently and the ILB propeller cut the yacht's anchor rope.

After landing the two men at Poppit Sands, the ILB launched again and went into the bay to recover the yacht, which had now drifted out to sea clear of the bar. She was taken in tow and secured at Cei Bach, the site of the old lifeboat house.

The ILB returned to station at 1310 and was rehoused and ready for service at 1320. The local police inspector, the auxiliary coastguard and the many people who had watched the rescue from the cliffs were most impressed with the skill with which the situation had been assessed, the excellence of the boathandling and the courage of the crew.

For this service the thanks of the Institution inscribed on vellum were accorded to Helmsman Vernon Evans and a vellum service certificate was presented to Crew Member Robert Reynolds.

Scotland North Division Seven rescued THE OIL SUPPLY VESSEL Smit Lloyd47, dragging her anchor and grounded in a severe easterly gale and heavy swell on the west shore of Peterhead Harbour of Refuge, about five cables from the lifeboat slipway, was reported to the deputy launching authority of Peterhead lifeboat station by Moray Coastguard at 1950 on Friday January 19. The vessel was fully laden and had anchored awaiting an improvement in the weather before making the passage to the Argyll field.

The wind was east, gale force 8 gusting to strong gale, force 9, with very rough seas and a heavy swell in Peterhead Bay. Visibility was only moderate and the spring tide was at four hours ebb.

Smit Lloyd 47, heading about north north west, was lying four cables west by north of the South Breakwater Light. She had grounded astern and then been driven on to the bank broadside to wind and sea. It was thought that she was in danger of breaking up.

Peterhead lifeboat, the 48ft 6in Solent James and Mariska Joicey, launched at 2000 and on the short passage to the casualty experienced exceptionally heavy breaking seas, the severity of which increased as she made her approached through shallowing water.

Coxswain Mechanic John Buchan found his visibility badly restricted by heavy spray from seas breaking over the deck and the motion of the lifeboat was extremely violent with angles of heel almost continually greater than 45 degrees on either side.

However, with superb seamanship and boat handling, Coxswain Buchan came up on the port quarter of the casualty, where the crew were mustered to disembark, and brought his starboard bow alongside just long enough for three crew members to be taken on board. With expert judgement he repeated this manoeuvre to take off the remaining four men and all Smit Lloyd 47's crew were safely on board James and Mariska Joicey by 2012.

As the lifeboat was working in shallow water on a lee shore with no room to turn, Coxswain Buchan decided to clear ahead and round the bow of the casualty where he judged there would be just enough water. The lifeboat pas- sed clear of the bow of Smit Lloyd 47 at 2015 and made the short but difficult passage across Peterhead Bay to enter South Harbour at 2020. The seven survivors were landed into the care of the Police and the Royal National Mission to Deep Sea Fishermen. As it was not possible to rehouse the lifeboat in the prevailing conditions, she was made ready for service from South Harbour where she remained until January 21.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain/Mechanic John Buchan. Vellum service certificates were presented to Second Coxswain Alec Auld, Emergency Mechanic Graham Bruce and Crew Members Ian Smith, Thomas Buchan, Ian Buchan and James Buchan.

North Western Division Divers in trouble FIVE PEOPLE in an inflatable dinghy in difficulty on the lee side of Dulas Island were reported to the honorary secretary of Moelfre lifeboat station by Holyhead Coastguard at 1408 on Monday August 21, 1978, and at 1417 the station's D class ILB launched on service crewed by Second Coxswain John Thomas, in command, and Crew Member Kenneth Roberts.

A strong breeze to near gale, force 6 to 7, was blowing from the south west with a slight to moderate sea and moderate swell. Visibility was good. It was 40 minutes after high water springs and the ebb stream was setting to the north.

The ILB was taken through Moelfre Sound and then course was set directly for Dulas Island P/4 miles away. When abeam of Lligwy Beach the boat began to meet rough breaking seas and heavy swell. The wind was now estimated to be a full force 7 and water was breaking over the ILB, but although experiencing difficulty in controlling the boat in the beam sea, Helmsman Thomas still maintained full speed. When half way across Dulas Bay it was found that the VHP radio was defective.

Shortly after reaching the southern end of Dulas Island, at 1425, Ken Roberts sighted the casualty about a quarter of a mile to the west. Heading for the casualty meant heading into the sea, and the ILB could only make very slow progress. As she worked her way up wind her crew could see six people wearing wet suits sitting in an inflatable boat which was very low in the water, and which was being driven by outboard engine slowly south towards Lligwy Beach. The ILB was taken round her stern and, at 1435, alongside her starboard side. The boat was found to be full of water with some of the crew trying to bail using face masks.

Two people were transferred to the ILB along with a large amount of diving gear and then, with the ILB taking station astern of the casualty, both boats continued slowly towards Lligwy Beach and into quieter water. About quarter of an hour later, at 1450, both boats were beached at Lligwy. Before landing Ken Roberts had been able to get the radio working and had passed a situation report to Moelfre Coastguard.

Once the divers were safely ashore the ILB returned to her station keeping close in to the land in calmer water.

She arrived off the slip at 1500 and was ready for service by 1536.

For this service framed letters of thanks signed by Major-General Ralph Farrant, chairman of the Institution, were sent to Second Coxswain John Thomas and Crew Member Kenneth Roberts.

Ireland Division Coaster on fire A TELEPHONE CALL from Belfast Pilot Station to HM Coastguard at 1300 on Tuesday April 10 reported a fire aboard the Finnish coaster Into of Helsinki about a mile and a half north east of Mew Island. A firefighting tug, Coleraine, had been alerted and was on her way and MFV Boy James was standing by. No radio contact could be made with the casualty.

It was established from Belfast harbour authorities that Inio, with a half cargo of timber and paper, was on passage from Belfast to Dublin. Boy James reported that the crew were fighting the fire with buckets of water, but it appeared to be spreading and Inio had complete power failure. MV Citrran was now also standing by.

At 1335 Donaghadee lifeboat station was alerted and the 46ft 9in Watson relief lifeboat Lilla Marras, Douglas and Will, on temporary duty at Donaghadee, slipped her moorings at 1345. The weather was fair with a north-easterly gentle breeze, a moderate to choppy sea and poor visibility.

The lifeboat arrived alongside Inio at 1415, took off 19 members of her crew, including three women, and returned to Donaghadee to put them ashore. She then returned to stand by the casualty.

Five officers had remained on board Inio. A naval patrol had been asked to assume the duties of on scene commander, a helicopter was standing by and a naval firefighting crew was helping the civilian firemen to fight the fire.

At 1720 it was reported that the fire was out and tugs took/wo in tow to the shelter of Belfast Lough. Donaghadee lifeboat returned to her moorings and was once again ready for service at 1830.

For this service a letter of appreciation signed by John Atterton, acting director of the Institution, was sent to William Lennon, the skipper of MFV Boy James. The Institution's appreciation was also conveyed to Coxswain James Bunting of Donaghadee lifeboat and his crew and to Coastguard Officer P. Ridley who, at Donaghadee, met the rescued crew, none of whom could speak English, and being able to talk to them in German, explained to them that they would be taken to the Mission to Seamen in Belfast.

Eastern Division Boy lost A FOURTEEN-YEAR-OLD BOY ran about a mile long Cromer beach and up cliff steps to the Coastguard lookout on Monday afternoon, August 28, 1978, to raise the alarm that his small brother, aged seven, had disappeared in the sea.

The young boy had been standing waist deep in the sea when a wave knocked him down and he had not been seen again. His mother, two brothers and a sister were still on the beach looking for him. It was 1455.

Cromer D class ILB was launched immediately, went to the area and searched close inshore to a mile down tide. A helicopter, also alerted, joined the search, the Coastguard mobile was taken to a point up on the cliff close to the scene and the Police organised search parties along the water's edge.

Two ILB crew members, Mark Windows and John Blackburn, wearing wet suits, went to the beach and with great courage made a detailed search in the very rough water round the groynes.

By now six foot waves were breaking on the beach and inshore, making it impossible for the ILB to get close to the groynes; indeed her crew had to use all their skill to continue their search through the breaking seas.

There was, sadly no sign of the boy and at 1648 the Police called off the search. His body was found next morning in the surf at Overstrand Beach.

For this service letters of appreciation signed by John Atterton, deputy director of the Institution, were sent to Crew Members Mark Windows and John Blackburn.

Ireland Division Valiant attempt HM COASTGUARD asked the deputy launching authority of Bangor ILB station to stand by at 1135 on Sunday May 20; a canoist had capsized half a mile north of the harbour and another canoist was trying to bring him in. The DLA called Crew Members James P.

Ellesmere and William R. Killiner, who came to the boathouse at once.

After watching for a minute or two the three men realised that the task was too much for the rescuer and they launched the ILB at 1200.

It was a fine day. There was a moderate southerly breeze blowing and the sea was choppy. Visibility was very good. The tide was five hours ebb.

On reaching the canoists at 1210 the ILB crew found that the man in the water was unable to help himself at all.

His companion, David Snale, had made a valiant effort to rescue his friend and had nearly succeeded, but he was now himself exhausted. The ILB brought the capsized canoist ashore and he was taken to a hotel where he was revived.

An attempt was made to recover the canoe but it was found to be sunk.

The ILB returned to station and was rehoused and ready for service at 1330 For this service a letter of appreciation signed by John Atterton, acting director of the Institution, was sent to David Snale.

Scotland South Division Stranded children EDINBURGH CITY POLICE informed Queensferry ILB station at 1725 on Sunday February 4 that four children and their dog were stranded on Cramond Island. The children had tried to return to the mainland by the causeway but, cut off by the tide, had been forced back to the island and had had to wade ashore waist deep. It was a calm, clear evening but very cold.

The crew mustered immediately and the Atlantic 21 was launched at 1735, her engines responding immediately despite the -4°c temperature. When the ILB arrived at Cramond Island at 1750 there was minimal water, but Helmsman Thomas Robertson raised the engine skegs while Crew Members Kenneth Burchell and Rass Watson went over the side to help the boat to beach. They found the children, all aged between ten and twelve, suffering from cold and needing help to board and disembark.

The Atlantic 21 returned to station at 1820 and the children, together with their dog, were helped into the waiting Police patrol car. The boat, on recovery, was totally iced over above her waterline; she was rehoused and ready for service at 1900.

For this service a letter of appreciation to the crew signed by Cdr Bruce Cairns, chief of operations, was sent to the honorary secretary of Queensferry, Captain J. F. Kersley.

Scotland South Division Two ILBs search A SMALL INFLATABLE DINGHY in which it was thought there were two boys and which appeared to be in difficulty 600 yards off Southerness Light was reported to Silloth ILB station by Ramsey Coastguard at 1819 on Wednesday May 2; the ILB was asked to stand by while Portling Coastguard went to the scene. A request to launch came at 1838 and at 1847 the ILB set out with Senior Helmsman Colin Akitt in command and with Derek Wilson and Robert Litt as crew.

It was an overcast evening and very cold. There was a strong breeze, force 6, gusting to gale, force 8, blowing from north north west and, with the tide at two hours ebb, the sea was choppy with a heavy swell.

The ILB had only been at sea a few minutes when her transom carrying her twin outboard engines was damaged, splitting across horizontally, so that she had to reduce speed; she could only make four knots in safety. Kippford ILB was asked to help in the search and left her boathouse at 1855. To save time she was taken by road the 12 miles to Southerness and launched there.

Ramsey Coastguard then asked Silloth ILB to return to station, but radio contact was lost until 1922, when the ILB reported that she was four miles east south east of Southerness and that her transom was in no worse state. By now it was known that the casualty was a 12ft inflatable dinghy in which there were three men.

The two ILBs met at 2020 three miles south of Southerness. They were instructed to investigate an object two miles further south, but they could find nothing. A helicopter now joined in the search.

At 2047 Helmsman Akitt reported that Silloth ILB was in no difficulty as the transom and engines were being held by temporary lashings. At 2059 the coastguard 'on scene' asked Silloth ILB to search towards Maryport and then to return to station slowly as the helicopter might still sight the casualty.

Nothing was seen, however, and at 2250 the search was abandoned because darkness made it impossible.

The helicopter returned to base; Kippford ILB reached her station at 2245 and Silloth ILB at 2307. The ILB crews dispersed to reassemble at first light, but in the meantime, at 0110, the inflatable dinghy with the three men on board drifted ashore near Flimby.

For this service a letter of appreciation signed by Cdr Bruce Cairns, chief of operations, was sent to Senior Helmsman Colin Akitt of Silloth.

South Eastern Division Fishing party DUNGENESS LIFEBOAT, the 37ft 6in Rother Alice Upjohn, had launched on exercise on Thursday March 8 and was close to her station when, at 1700, two local fishermen on shore were seen waving. Second Coxswain Peter Thomas, in command in the absence of the coxswain who was on leave, took the boat close inshore and the fishermen told him that they had seen a red flare approximately south by east, distance unknown.

Dungeness Coastguard was informed and, at 1705, the lifeboat set out at full speed. It was a fine evening with very good visibility but a near gale, force 7, was blowing from the south west. The sea was moderate, the tide flooding.

Four crew members were sent forward to act as lookouts and after ten minutes a small fishing boat was seen flying a distress signal. The lifeboat was alongside at 1730. The five passengers were taken on board the lifeboat, leaving the owner of the fishing boat at his own helm, and the boat was towed back to Dungeness. Arriving off the beach at 1805, in smooth water in the lee of the shore, Crew Member M.

Isted was put on board the casualty to help in slipping the tow while the owner steered his boat ashore to his own winch.

Crew Member Isted was then picked up and the lifeboat returned to station where the five men were put ashore. A doctor was waiting to examine one of the fishing party who was not well ; he was, however, found fit enough to return to his home.

The lifeboat was rehoused and ready for service at 1850.

Ireland Division Three boats TWO DINGHIES in difficulties were reported to the honorary secretary of Wicklow lifeboat station at 1655 on Monday April 16. The first dinghy, with two adults and five children on board, was a mile south of the lifeboat station and within yards of the rocks; the second dinghy, her outboard engine broken down, was a quarter of a mile further south.

Visibility was very good, there was no wind and the sea was calm, but the tide was ebbing at about four to five knots.

The 41ft Watson relief lifeboat St Andrew (Civil Service No. 10), on temporary duty at Wicklow, launched at 1700 and came up with the first dinghy at 1720. She took off the two adults and five children, towed the boat clear of the rocks and anchored her 100 yards off shore. She then went on to look for the second dinghy which by now was about a mile further south, just going on to a small beach. The lifeboat went in as close as she could, took two adults and a child on board and then took the dinghy in tow. On the way back the first dinghy was also taken in tow. Both boats were towed to Wicklow Harbour where the ten people were put ashore at 1830.

As the tide was low, the lifeboat remained at moorings.

At 1845 the Bailey Lighthouse keeper informed Coxswain Patrick Keogh that a distress call had been picked up from the yacht Orinoco, on passage from Cork to Wicklow. She was on the rocks just north of Mizen Head, nine miles south of the lifeboat station.

By now a light southerly breeze had sprung up, but the sea was still smooth and visibility was very good when the lifeboat slipped her moorings at 1850 and again put to sea. While under way she made radio contact with the cargo vessel Isabel Mitchell, also making for the yacht. Isabel Mitchell reached the casualty first and by the time the lifeboat arrived, at 1950, she had launched one of her boats and refloated the yacht. The two was taken over by the lifeboat, and, as the yacht was making water and was being sailed singlehanded, a lifeboat crew member was put on board to help.

On reaching Wicklow Harbour at 2115 the lifeboat was once again moored, with the yacht alongside, until next day, when she was rehoused by 1230.

Scotland North Division Wreck FIRST SERVICE CALL for Fraserburgh lifeboat station, since it was reopened at the end of April, came at 1533 on Sunday June 3; it was to a Panamanian merchant vessel, Antonio, bound for Hamburg loaded with stone chips, which had run aground in dense fog about 100 yards from the Fishmeal Factory, Broadsea. The 48ft 6in Solent lifeboat The Royal British Legion Jubilee launched at 1600 in nil visibility and made for the position given.

Although the weather was clearing by the time the lifeboat reached Antonio at 1637 and the south-easterly wind was light, the seas were still rough alongside. The lifeboat took off eight of the crew that evening and put them ashore at Fraserburgh, but the master, his wife and dog and the chief engineer remained on board. The lifeboat returned to Antonio and, making fast on her lee side, stood by until, at 0300 the next morning, the captain considered that the position was hopeless and that it would be dangerous to remain on board any longer. The last three people and the dog were then taken off and put ashore at 0400 and the lifeboat was refuelled and ready for service at 0500.

A few weeks later, at 2130 on Saturday June 30, Fraserburgh lifeboat was launched again to go to the help of four salvage men whose dory had foundered in a near gale and rough seas and who were stranded on the wrecked Antonio.

The men were taken off and landed at Fraserburgh at 2252. The lifeboat was once again ready for launching at 2310.

North Eastern Division Two girls stranded A DOCK POLICEMAN at Hartlepool saw two girls stranded on a sewer pipe near Seaton Beach on the afternoon of Sunday May 27. He informed the Dock Master's office immediately and, as the crew were in the vicinity of the boathouse, the Atlantic 21 ILB Guide Friendship III launched within five minutes; it was 1449. She was manned by Helmsman Michael Elwine and Crew Members J. Stephen Stoddart and Ronald Latcham.

A gentle breeze was blowing from continued on page 213Peterhead: Produced from a portion of BA Chart 1438 with the sanction of the Controller HM Stationery Office and the Hydrographer of the Navy..