Eastern Division Radio ship aground WHILE HER CREW were still on board after returning from a rough weather exercise on Wednesday March 19, Sheerness lifeboat received a VHP call at 1753 from Thames Coastguard telling them that the radio ship Mi Amiga had dragged her anchor to a position three cables north west of NW Long Sand Beacon, 24 miles east north east of the station, and might need help. The honorary secretary was informed.

At 1815 Thames Coastguard asked the lifeboat to launch and a minute later the 44ft Waveney class lifeboat Helen Turnbull under the command of Coxswain/ Mechanic Charles Bowry slipped her moorings and set out down the Medway approach channel to Oaze Deep at full speed.

The evening was overcast with fair visibility. There was a strong gale, force 9, blowing from the east and once clear of the harbour the lifeboat met rough breaking seas. It was four hours before high water.

When just north of Shivering Sands Tower, at 1855, speed had to be reduced to two thirds because the lifeboat was shipping water and pounding heavily in the very rough, short head seas. Visibility from the wheelhouse was almost nil through the shipped seas and continuous spray, while sea clutter made the radar difficult to read. Lookouts were posted port and starboard aft of the wheelhouse to confirm the characteristics of the buoys passed and a further check on position was relayed from the Port of London Authority radar at Warden Point.

At 2010 the lifeboat was off NE Shingles Buoy and speed was further reduced to confirm position before starting to cross into Black Deep at half speed. A quarter of an hour later the lifeboat was off No. 12 Black Deep Buoy and the casualty could be seen on Long Sand shoal; VHP contact was made with Mi Amiga on channel 6.

Mi Amiga was between two and three cables north north west of NW Long Sand Beacon, her anchor streamed to the north east and her bow also north east. She reported to the lifeboat that she was aground and was trying to get some pumps working; there were four people on board, allwearing lifejackets. Seas were breaking right over the ship and Coxswain Bowry estimated that she was in about two feet of water; Thames Coastguard further estimated that she would be afloat at about 2315 and Coxswain Bowry decided to maintain position in Black Deep between No. 10 and 12 Buoys; minimum revolutions were kept on the engines to reduce the rolling and violent pounding of the lifeboat in the very heavy seas.

The easterly gale was still force 9, gusting to storm force 10, and very rough, short breaking seas were building up; they could be seen peaking and becoming confused as they met the edge of Long Sand Bank.

At 2236 Mi Amiga called to say that she was now afloat but could still not start her pumps. Coxswain Bowry decided to close and began to crab in from the north west trying to keep head to sea, with Second Coxswain Arthur Lukey calling out depths from the echo sounder and another crew member on the radar giving distances off so that the coxswain could concentrate on handling his boat in the breaking seas.At 2305 the lifeboat was about two lengths astern of Mi Amiga's port quarter and the radio ship could be seen to be pitching and rolling heavily and shipping seas overall. The lifeboat herself was rolling heavily in the confused seas and putting her side decks under.

Coxswain Bowry urged the casualty's crew to abandon before their ship either sank or parted her anchor cable, but they did not realise the danger. It was only when they asked for their gear to be taken off and the lifeboat approached so that she could be seen at one moment 20 feet below them on deck and then as much above them that the danger was appreciated. They asked to be taken off at 2350.

The lifeboat dropped back to 100 feet off Mi Amiga's starboard quarter and as the confused seas gave no lee on either side Coxswain Bowry decided to try to come in on her starboard side where some rubber tyres would act as fenders. He told the four men to gather just aft of midships. Second Coxswain Lukey and three other crew members lashed themselves inside the forward guardrails with their safety lines while the last crew member stood betweenthe wheelhouse and the rails on the port side to hand the survivors aft.

Coxswain Bowry then tried to approach so that the lifeboat would come alongside between the peaks; three attempts were made and had to be abandoned as the lifeboat was in danger of being landed on the casualty's decks, but a fourth attempt was successful. One of the survivors was plucked off, then full helm and engines had to be used to take the lifeboat clear before the casualty's counter stern slammed down on her.

Another four unsuccessful attempts were made before the lifeboat again managed to close Mi Amiga and a second of her crew could be pulled aboard.

Then a third member of her crew ran down the deck with a canary in a cage and jumped aboard. His action caught everyone unprepared and the lifeboat could not get clear in time; she was caught by the next sea and flung against the ship's side. Luckily the crew member by the wheelhouse managed to jump clear and avoid injury.

Three more attempts were made to take off the last survivor, who could be seen clinging to a stanchion as waves swept the vessel, but without success.

Then, on the fourth run in, at 0025, he was safely pulled aboard the lifeboat.

The lifeboat was quickly taken into deep water and time spent retuning the radar and obtaining an exact position before course was set for Sheerness at 0040. Passage was made as fast as possible in the prevailing weather and the lifeboat arrived at 0300. She was refuelled and once again ready for service at 0340.

For this service the silver medal was awarded to Coxswain/Mechanic Charles H. Bowry. The thanks of the Institution inscribed on vellum were accorded to Second Coxswain Arthur C. Lukey, Assistant Mechanic Roderick M. Underhill and Crew Members Malcolm E. Keen, Ian J.

McCourt and William L. Edwards.

Eastern Division On Scroby Sand WHILE WORKING aboard their lifeboat on Saturday December, 1979, Great Yarmouth and Gorleston crew, at 1758, heard a mayday from the fishing vessel St Margarite. Coxswain/Mechanic Richard Hawkins told Yarmouth Coastguard that the boat was manned and as the honorary secretary was on the road and could not be contacted he agreed to an immediate launch; at 1805 the 44ft Waveney lifeboat Khami set out from her pen. The honorary secretary was subsequently informed of the launch and went to the Coastguard lookout.

The weather was overcast. A strong breeze, force 6, was blowing from the north east with a short steep sea and, following two days of easterly winds,there was a heavy easterly swell. It was just on low water.

On clearing the pierheads Coxswain Hawkins asked the casualty to fire a red flare to pinpoint her position. This was done and a bearing and radar target showed her to be on Scroby Sand, about 3'/2 miles away on a bearing of 045°. At 1812 a message came from St Margarite on VHP channel 16 to say that she was breaking up. Coxswain Hawkins decided he was going in to the casualty over the banks and, continuing on course at full speed, he gave orders for all watertight doors to be checked and lifelines rigged and that all the crew should wear their bump caps.

At 1825 the lifeboat was about 500 yards west of the casualty. By the light of a parachute flare the fishing boat could be seen lying bows pointing south west and listing to port on the bank. She was pounding on the bottom and being washed overall by the heavy breaking swell and sea. On being told that the echo sounder was indicating no water Coxswain Hawkins said switch it off; they had to go in.

On a first approach Coxswain Hawkins tried to come alongside the casualty to port, but he was touching the bottom in the troughs and it was clear that he could not keep enough manoeuvrability; the surf would always stop him closing. Taking the lifeboat clear, he decided to head straight into the sea and put his starboard side on to the starboard side of the casualty. At this time the wind was still force 6 from the north east with a rough, steep sea and, with the heavy easterly swell, 10 to 15 foot breaking seas were sweeping across the bank.

As she was approaching St Margarite the lifeboat took a heavy sea over the bows. She hit the bottom and was rolled first to port and then to starboard to strike the starboard bow of the casualty.

She was held there by Coxswain Hawkins while the first survivorjumped and was grabbed and hauled aboard by the lifeboat crew.

Although the crew shouted to the second survivor to wait, he jumped just as a heavy sea forced the boats apart.

He missed the reaching arms of the crew and grabbed on to the forward starboard lifting eye. While the crew held on to him as best they could, Coxswain Hawkins, using his engines, fought to prevent the lifeboat slamming alongside the casualty again, crushing the survivor and injuring his crew. This he managed to do and the survivor was hauled safely aboard. The lifeboat then -went astern clear of the bank and into the safer waters of Yarmouth Roads. It was now 1835.

The rescued owner of the fishing vessel asked if there was any chance of saving his boat. Coxswain Hawkinsrefused to attempt to go on to the bank for her but agreed to wait to see if she would be washed clear on the rising tide. At 1915 the casualty was bounced clear of the bank and the lifeboat was taken alongside. While an RAF helicopter from Coltishall illuminated the scene, a lifeboatman was put aboard and a tow line fixed. The casualty was towed back to Gorleston, entering the harbour at 1930. The lifeboat was back on station and ready for service at 2200- The casualty, however, later sank at her moorings.

For this service the bronze medal was awarded to Coxswain/Mechanic Richard J. Hawkins and medal service certificates were presented to Acting Second Coxswain/Assistant Mechanic Michael T. Brown and Crew Members Stanley C. Woods, John L. Cooper and David R. Parr.

North Western Division Fishing boat aground THE HONORARY SECRETARY of Peel lifeboat station was informed by Ramsey Coastguard at 0145 on Saturday March 29 that the motor fishing vessel Southern Scott was aground on Old Bath's Beach just to the north east of Peel Harbour; the harbour master had asked for lifeboat assistance. The honorary secretary went to the boathouse at once to fire the maroons and the Atlantic 21 semi-inflatable lifeboat was launched at 0159.

Although the night was overcast, visibility was good. The wind was gusting force 3 to 4 from the north west and the sea was moderate. It was four hours after high water and the effect of the tidal stream was minimal.

The Atlantic 21, manned by Helmsman Edward Allen and Crew Members John Keig and Philip Quane, set out for the casualty, which was visible just under half a mile to the north east.

Southern Scott, illuminated by her working and navigation lights, was seen to be aground, her bows heading east north east. She was listing heavily to starboard and her propeller, half out of the water, was turning. She could be heard talking with Ramsey Coastguard by VHP radio.

As the Atlantic reached Southern Scott's position at 0205 radio communications were established and a request made that the fishing boat's main engine be stopped. The general area was illuminated by parachute flares and the Atlantic's signalling lamp. The fishing boat was aground on a rocky ledge with the deepest water on her port side amidships. Waves were breaking against her and, from time to time, washing right over her.

The approach would have to be made from seaward and after consultation with his crew Helmsman Allen decided that he would make several downwind approaches on Southern Scott's port side amidships, holding the Atlantic's bows on to her hull long enough for one of her crew to lower himself down into the lifeboat on each run in. This plan of action was passed to the casualty, with some difficulty, by radio. The skipper was asked to rig a rope over the side; he replied that it would be done and that the crew would be ready to disembark.

Shortly afterwards men could be seen on deck sheltering under the gallows.

After standing off up wind to wait for a comparatively calm bit of sea, Helmsman Allen chose his moment, ran in straight down wind and brought the Atlantic's bows on to Southern Scott's port side amidships by the rope which had by then been rigged. The first man climbed over the rail and lowered himself down the rope, dropping the last five to six feet to be caught by Crew Member Quane and helped into the boat. The engines were put astern and the Atlantic cleared the casualty.

The time was 0218.

The next man was then asked to prepare to disembark and a second run in was made as before. A man climbed over the rail and hung on the rope but he could not be persuaded to lower himself down. As he climbed back over the rail a heavy sea lifted the stern of the Atlantic, driving her bow under Southern Scott's bilge keel. The wave broke over boat and crew, filling the Atlantic to the top of her sponson.

Helmsman Allen was flung heavily against the wheel; both crew members were thrown forward on to the deck and were under water for a time; the survivor already taken off managed to remain in the after starboard seat.

As the water receded the Atlantic's bow lifted and caught under the bilge keel, tearing the bow tube as she cleared. The starboard propeller touched bottom, stalling the starboard outboard engine. Helmsman Allen went astern on the port engine, turned and went ahead at the same time, bump starting the starboard engine again. As the boat accelerated clear of the casualty the last of the water drained off her decks.

Southern Scott's skipper was againasked by radio to have a man ready for transfer. Two men appeared on deck by the rope and the lifeboat approached as before. A man climbed over the rail and lowered himself half way down the rope and, as he hung there, Crew Member Quane was able to leap and pull him into the lifeboat. The Atlantic went astern and stood off; it was 0234.

Helmsman Allen decided that he would have to land the survivors soon because the first man to be taken off appeared to be suffering from hypothermia and shock. As the weather was expected to deteriorate Southern Scott's skipper was advised that the remaining men should disembark, but he replied that he and the engineer would stay with the fishing boat. There was a fifth member of the crew, but at this time it was not known where he was.

At 0245 the Atlantic 21 returned to her slip and landed the two survivors into the care of station personnel to await the arrival of an ambulance which was on its way from Douglas.

Within minutes the Atlantic had once more left the slip and returned to thecasualty, advising her skipper that she would stand by to take off the rest of the crew, if required. A reply was received confirming that the skipper and engineer would remain on board.

By 0300 Helmsman Allen decided that nothing further could be achieved since the tide had fallen to the point where the Atlantic could not get in close enough to make another rescue. The lifeboat returned to station at 0305 and was rehoused.

During the night the fifth member of Southern Scott's crew, who had been unaccounted for, was found sheltering out of sight in the fore part of the boat, and he, with the help of the Coastguard, got ashore at low water.

At 0920 that morning, Peel honorary secretary was informed by Ramsey Coastguard that Southern Scott was being driven further ashore and she was being pounded by heavy seas; the skipper and engineer were still on board and lifeboat help might be needed. The honorary secretary replied that the Atlantic 21 had been damaged during the night; he would, however, go to the boathouse and assess the situation.

On reaching the boathouse it was learned that the casualty was asking for immediate help to abandon ship. The wind was north west near gale to gale, force 7 to 8, and the sea very rough. It was two hours to high water. The sky was overcast and it was raining, but visibility was moderate to good and Southern Scott could be seen listing to starboard, broadside to the weather and rolling heavily with seas breaking over her. The honorary secretaryagreed to launch the damaged Atlantic immediately on condition that the flank lifeboat at Port Erin was launched in support. Maroons were fired and Peel Atlantic launched at 0950. At Port Erin the 37ft 6in Rother lifeboat Osman Gabriel, which had been on stand by since 0830, launched ten minutes later under the command of Coxswain Peter Woodworth and started on the 11-mile passage north to Peel.

The Atlantic, manned this time by Helmsman Brian Maddrell and Crew Members James Coulson and Charles Home, set out at full speed until clear of the breakwater when speed was reduced in the very rough seas. She arrived off the casualty at 0953 and Helmsman Maddrell decided that the only way he could take the men off was to anchor and veer down under the stern of the fishing boat. His intentions, passed by radio to the casualty, were agreed by her skipper who said that he would shut down all auxiliaries and be ready to disembark. Southern Scott was lying bows east north east, as she had been during the night, but further up the beach and rolling heavily.

Helmsman Maddrell took the Atlantic up wind, anchored and veered down to the casualty, a manoeuvre that had to be repeated about five times because the lifeboat's anchor dragged.

The whole operation was made exceedingly difficult by seas coming inboard over the punctured bow section and filling the boat as she was veered down through the very rough water, and at one time her VHP aerial was damaged.

Nevertheless, the Atlantic was successfully brought under Southern Scott's stern several times. Two bags were thrown into the lifeboat from the fishing boat but the men themselves hesitated to board her.It was decided, therefore, that the Coastguard should try to take off the skipper and engineer by breeches buoy while the Atlantic stood by. Both men were safely taken off in this way by 1036. Port Erin lifeboat, which had made good seven miles and was just north of Niarbyl, was recalled.

By 1110 Peel Atlantic 21 was once again rehoused and Port Erin lifeboat had returned to station. As wind and sea were too bad for Osman Gabriel to be recovered up her slipway she was moored at the harbour pier until 1600, when she was finally rehoused.

For these services the thanks of the Institution inscribed on vellum were accorded to Helmsmen Edward Allen and Brian B. Maddrell. Vellum service certificates were presented to Crew Members John Keig, W. Philip Quane, Barry Home and James D. Coulson.

South Western Division Three stranded men HM COASTGUARD informed the honorary secretary of Torbay lifeboat station at 1050 on Tuesday August 14, 1979, that three men were stranded on rocks at Southdown Cliff, two miles south of Berry Head, and that it looked as though it would be safer to take them off by sea rather than attempting to haul them up the cliff face.

At 1103 Torbay lifeboat, the 54ft Arun Edward Bridges (Civil Service and Post Office No. 37), slipped from her mooring and set out with Coxswain Arthur Curnow in command. There was a gale, force 8, gusting to strong gale, force 9, blowing from the south west. Visibility was good and the tide was in the last hour of flood.

Edward Bridges arrived off Southdown Cliff at 1115 and found a six foot swell breaking over the rocks and boulders along the shoreline where the three men were stranded. Coxswain Curnow decided to send in the lifeboat's Y class 10ft 6in inflatable dinghy manned by Acting Assistant Mechanic Brian Gaunter and Crew Member Michael Kingston.

The Arun was stopped half a cable off shore, in about ten feet of water, and the inflatable dinghy was veered down on a 200-fathom one-inch nylon line which is kept on board for this purpose.

Brian Gaunter used the dinghy's outboard engine to manoeuvre into a gully while Michael Kingston lay across the bows to prevent a capsize and eventually to grasp the rocks while two of the men were taken aboard.

Breaking waves had filled the dinghy with water. Coming out under power, her propeller struck a rock, shearing its drive pin, but she was hauled back to the lifeboat on her nylon safety line and the two men were taken on board.

Coxswain Curnow now took the lifeboat as close as he dared to a shallow area to the south to get as neardirectly up wind as he could of the third man, still stranded on the rocks. The inflatable dinghy was again veered down, this time using paddles for manoeuvring and leaving the disabled engine tilted up. The remaining man was on an overhang of rock and he jumped into the dinghy as she rose on a swell.

No sooner had the man jumped into the swamped dinghy than she grounded on a pinnacle of rock with waves and spray breaking over her. Realising the dinghy's predicament, Coxswain Curnow quickly made fast the nylon line on the bows of the lifeboat and went very slowly astern, pulling the dinghy clear.

When she was only about 25 feet clear of the rocks, however, the line pulled away from the inflatable dinghy, which was blown rapidly back towards the rocks.

While the crew tried to slow down their drift, first by rowing and then by paddling, Coxswain Curnow took Edward Bridges ahead again until the re-coiled nylon line could be dropped down into the dinghy, by which time the lifeboat could have had no more than two feet under her keel in the troughs of the swells. This time, the dinghy crew held on to the line while the lifeboat again went slowly astern and towed them into deeper water where all were safely taken aboard, although the dinghy's crew were bruised by the buffeting they had experienced among the rocks. The time was 1148 and the complete rescue had taken 33 minutes. The lifeboat returned to station at 1200.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Coxswain Arthur Curnow, Acting Assistant Mechanic Brian Gaunter and Crew Member Michael Kingston.

South Western Division Liquid gas carrier fire A SPANISH LIQUID gas carrier Butaseis, lying at anchor three quarters of a mile off Brixham breakwater with a fire in her crew's quarters, was reported to the honorary secretary of Torbay lifeboat station at 0749 on Friday December 28, 1979, by Brixham Coastguard.

Lifeboat assistance was urgently required. Maroons were fired immediately and within 15 minutes the 46ft 9in Watson relief lifeboat Lilla Marras, Douglas and Will, on temporary duty at Torbay, set out under the command of Coxswain Arthur Curnow.

There was a fresh, force 5, north-westerly breeze blowing and the sea was slight. It was low water.

Meanwhile, the master and crew of Butaseis had abandoned ship and by 0806 they had been picked up from their ship's lifeboats by an outward bound trawler, MFV Shirley Betty.

They were landed at Brixham.

The real cause for alarm was the danger of explosion aboard the casualty as she was carrying 740 tons of liquid butane gas. It was estimated later by the chief salvage officer that had she exploded it would have created a 'ball of fire', consuming everything within a three-mile radius.

A Brixham harbour pilot went aboard the casualty to clear her anchor so that she could be towed out to sea.

Although a request had been put out for any tugs in the area able to help, it was thought at first that the only boat immediately available capable of taking Butaseis in tow was the 80ft MFV Devon Ray for which Coxswain Curnow is the skipper. Coxswain Curnow had handed over command of the lifeboat to Acting Second Coxswain Fradd and got Devon Ray under waywhen an outward bound coaster, Deneb, returned to take the tow. Brixham pilot cutter passed her the tow, but it was found impossible to release the casualty's anchor because there was no power and the engine room was now on fire and inaccessible. The anchor cable was finally cut with acetylene cutting gear brought out from shore by the pilot cutter and Deneb then towed Butaseis out to sea escorted by the lifeboat, once more under the command of Coxswain Curnow. Everyone was conscious of the risks involved and during the passage Deneb'& master called the lifeboat to say, 'It is a great relief to see you there keeping us company.' When about eight miles off land, Deneb hove to head to wind. Although the weather was fine the breeze, now from the west, had risen to strong, force 6, and the sea was moderate with a 15-foot swell. HMS Anglesey and HM tug Typhoon arrived soon afterwards.

A Sea King helicopter took the chief salvage officer, Mr J. Evans, from shore and put him aboard Angelsey, which was asked to assume the role of 'on scene commander'.

From one mile off, Anglesey launched an inflatable boat with the chief salvage officer, ten RN personnel and fire fighting equipment on board, while the lifeboat transferred the first and second mates from Deneb to Butaseis. On the way to the casualty the engine of the naval inflatable failed and the boat was swamped. The lifeboat was soon on hand, however, to take off nine of the men and put them aboard Butaseis with their equipment, and she lent a bucket to the two men remaining in the inflatable so that they could bale out their boat. After putting the naval men aboard Butaseis the lifeboat transferred the tow line from Deneb to the tug Typhoon.

Despite the efforts made the fire could not be brought under control and at 1330 HMS Anglesey asked the.

lifeboat to take off the 11 men on board Butaseis and return them to their own ships. This was done. The chief salvage officer decided to keep Butaseis, now under tow of Typhoon, head to wind and, Anglesey patrolling a three-mile perimeter round the casualty to keep other shipping clear, to await HM tug Robust with full fire fighting equipment.

There now being no further need for the lifeboat, she was recalled; she returned to station at 1500 having been more than seven hours at sea. During the operation the lifeboat had been asked a number of times by the Coastguard and by Anglesey to go in close and report on the extent of the fire; for example smoke and flames coming from ventilators and port holes, and the state of blistered paint which at the waterline was so hot that steam rose as waves washed by.

It was December 30 before the fire fighting tug Robust and civilian fire crews were able, finally, to extinguish the fire on board Butaseis, which was eventually towed to Plymouth Sound.

For this service a letter of appreciation signed by John Atterton, deputy director of the Institution, was sent to Coxswain Arthur Curnow and his crew: Acting Second Coxswain Ernest Fradd, Motor Mechanic Stephen Bower and Crew Members Philip Burridge, Colin Bower and Michael Smith.

Scotland South Division Trawler talked in EYEMOUTH LIFEBOAT STATION honorary secretary received a message from the harbour master at 0030 on Thursday May 1, saying that the trawler Glen Urquhart, which had been bound for fishing grounds, was taking water and making for Eyemouth. Forth Coastguard was informed, radio communications were established and it was learned that Glen Vrquhart was 21 miles east of Eyemouth. She was heading for the harbour at 10 knots in company with MFV Glencoe and she had a crew of nine. Eyemouth lifeboat was put on stand by and the crew were alerted.

At 0134 Glen Urquhart, now about ten miles east of Eyemouth, reported that the water level was increasing by about 12 inches an hour. In view of her size (length 106ft, draught 14ft), that the wind was from the north east and that her skipper had never been into Eyemouth Harbour, Eyemouth lifeboat was asked to launch and escort her in.

(The Admiralty North Sea (West Pilot) states that 14ft is the maximum draught for entry into Eyemouth Harbour at high water, that the approaches are flanked by rocks and that Eyemouth should never be attempted with strong winds between north and east, for then the bay, where there is little clear space with depths of over 18 feet, is a mass of broken water.) The 47ft Watson relief lifeboat TGB on temporary duty at Eyemouth slipped her moorings at 0140 under the command of Coxswain Alexander Dougal. The night was cloudy but visibility was good; a moderate to fresh breeze, force 4 to 5, was blowing from the north east and the sea was moderate.

It was approaching high water.

Good radio contact was made and the lifeboat and trawler rendezvoused at 0217. A request was made that the restricted approaches to the harbour should be kept clear and the lifeboat escorted Glen Urquhart in and led her on to the green leading lights. Then, with numerous radio messages, Coxswain Dougal 'talked' her safely right into harbour; a fine feat of seamanship on the part of both the lifeboat's coxswain and the trawler's skipper. The lifeboat was back on her moorings and ready for service at 0345.

For this service a letter of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, was sent to Coxswain Alexander Dougal.

North Eastern Division Seven in water FOLLOWING A MESSAGE received at 1553 on Saturday March 29, that a.sailing longboat from Wellesley Nautical School Community Home with six crew and an instructor on board had capsized one mile south of the fairway buoy, Blyth D class inflatable lifeboat manned by Helmsman Dallas Taylor and Crew Member Les Fay launched at 1557, and the 37ft 6in Rother lifeboat Shoreline under the command of Coxswain George Turner at 1600. Blyth pilot cutter also set out for the casualty.

It was a fine day with good visibility but a fresh to strong breeze, force 5 to 6, was blowing from the north north west and the sea was moderate. The tide was high.

The inflatable lifeboat reached the casualty at 1603 and found five young men clinging to the upturned hull of the longboat; by 1612 she had picked them all up, while a yacht in the vicinity, Enchanter, skippered by Mr R. Charlton, had picked up the two remaining men who had become separated from their boat. Blyth inflatable lifeboat returned to harbour by 1622 and Enchanter soon afterwards and by 1630 all seven survivors, suffering from shock, were on their way to hospital.

After landing the survivors, the inflatable lifeboat returned to help Shoreline with the capsized training boat. Shoreline had the boat in tow by 1647, reached harbour at 1830 and was rehoused and once again ready for service by 1900.

While returning to harbour the inflatable lifeboat was diverted to give help to a sick man on the pier, but she, too, was rehoused by 1905.

A letter received from Mr N. M.

Gladstone, a member of Northumbria Police and a foundation manager of Wellesley Nautical School, commended the first-class seamanship and sound common sense shown by the lifeboatmen, and for this service a letter conveying the appreciation of the Institution to both crews and signed by Cdr Bruce Cairns, chief of operations, was sent to Dr Reginald Carr, honorary secretary of Blyth lifeboat station.

Scotland South Division Capsize TWO BOYS, aged 17 and 15, who had set out from Cove Sailing Club on a 15ft sailing surf board capsized off Baron's Point, lower Loch Long, at about 1240 on Sunday April 20 and were unable to right their boat because water was get-ting into her buoyancy tanks. A lady driving through Cove saw the capsize, stopped at the first house with a telephone and reported the incident to Clyde Coastguard. Helensburgh Atlantic 21 lifeboat was launched at 1245 and Kilcreggan Coastguard mobile made for the scene.

Meanwhile, however, Terence Wade, a member of the local Coastguard coast rescue company and also a member of Cove SC, saw that the boys were in difficulties and realised that immediate action was necessary because the water was so cold.

A north-westerly gentle breeze, force 3, was blowing at the time with occasional squalls gusting to moderate, force 4. The sea was moderate with a slight confused swell. The tide was 2Vz hours flood.

Terry Wade immediately launched his own dinghy but, as it was without rowlocks, he paddled out to another dinghy which was lying at a nearby mooring and which had oars and rowlocks on board. He then rowed this 9ft clinker built dinghy towards the casualty, reaching the now half submerged sailing surf board in just over five minutes.

Talking to the boys Mr Wade concluded that they were not likely to panic and possibly capsize the little dinghy while trying to get aboard, and they were both wearing lifejackets. He told them to come to the transom one at a time so that he could haul them aboard. This achieved, Terry Wade rowed to the nearby shore where, at 1300, the boys were landed into the care of a local doctor's wife who took them to her house to get dry and warm.

They were found to be suffering from slight shock and hypothermia but were fully recovered after an hour or so.

Helensburgh Atlantic 21 arrived on scene just as the boys were being landed, at 1300. She managed to recover the waterlogged sailing surf board and beach it near Baron's Point, returning to station by 1345. She was rehoused and ready for service at 1400.

For this service a letter of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, was sent to Terence Wade.

North Eastern Division Caught out ON THE MORNING of Thursday January 31 a fleet of fishing boats sailed from Hartlepool in comparatively good weather which, however, deteriorated fast. Within an hour, a near gale, force 7, had blown up from the east north east accompanied by very heavy swell and sea.

At 0925 Tees Coastguard informed the honorary secretary of Hartlepool lifeboat station that several of the smaller fishing boats were in need of help off The Heugh Lighthouse. The crew were mustered and at 0940 the 47ft Watson relief lifeboat TGB on temporary duty at Hartlepool slipped her moorings and set out under the command of Coxswain Robert Maiden. It was low water.

Although the morning was overcast, visibility was good. After watching the coble Clare S into Hartlepool, TGB escorted the cobles Northern Star and Fair Ladies to the River Tees. She then returned to escort the coble Barbara Anne into harbour.

Some of the larger seine netters had also been escorting the smaller fishing boats, and when the lifeboat reached harbour she heard that one of these seine netters. Press On, was herself now in trouble five miles east north east of Hartlepool; her rudder was broken and jammed hard to port. The lifeboat immediately set out to sea again and rendezvoused with Press On, taking her in tow for the River Tees.

Twice the tow rope parted because of the length of the tow line and the inability of the casualty to steer, so Coxswain Maiden suggested that a tug should meet Press On at Tees Fairway.

A tug arrived at about 1600 and took over the tow up river while the lifeboat stood by until, an hour later, smoother water was reached. The lifeboat then returned to Hartlepool, arriving back at 1800. She was once more ready for service at 1830.

Following this service a letter signed by Rear Admiral W. J. Graham, director RNLI, expressing the Institution's appreciation to the crews of the seine netters for their help in escorting the smaller cobles, was sent to the secretary of Hartlepool Fishermen's Association.

North Western Division Falling tide, rising tide ONLY AN HOUR OR TWO after West Kirby lifeboat crew had been receiving instruction on mouth to mouth resuscitation from their divisional inspector, Cdr George Cooper, on Thursday March 6, and while they were still assembled at the boathouse, a call came from Liverpool Coastguard to say that a canoe had capsized and two men were in the water off Hilbre Island. The time was 1350.

Within two minutes West Kirby's D class inflatable lifeboat, manned by Helmsman Ronald Jones and Crew Members John Curry and Robert Lydiate, had been launched and was on her way to top speed. It was a fine morning with a light south-westerly breeze and a slight sea, but it was half an hour after high water and the men were being carried out by the fast-running ebb tide.

Guided straight to the two men by someone on Hilbre Island firing white flares over them, the lifeboat reached the two men by 1357. Both were in a bad way, one, who was unconscious, being supported by the other. Both were quickly pulled into the inflatablelifeboat and a radio message was sent ashore asking for an ambulance.

On the way back, while John Curry looked after the conscious man, the unconscious survivor was given mouth to mouth resuscitation by Robert Lydiate.

They were landed at West Kirby Sailing Club into the care of the honorary medical adviser, Dr E. S. A. Ashe, and oxygen was given to the more seriously affected man. As soon as they were fit to move they were taken to hospital; both were discharged the following day.

For this service, letters of appreciation signed by Cdr Bruce Cairns, chief of operations, were sent to Helmsman Ronald H. Jones and Crew Members John L. Curry and Robert D. Lydiate.

Just two days before, on Tuesday March 4, West Kirby D class inflatable lifeboat had been called out at 1105 to help two boys, aged 16 and 15, who had tried to walk ashore from Hilbre Island to Middle Eye and who had been cut off by the rising tide. They had managed to find an isolated rock but even so were already up to their waists in water. Once again it was a fine day with a light breeze, this time from the north west, and a calm sea, but there was still about an hour and a half of flood before high water.

With Helmsman Richard Farnworth and Crew Member Gareth Bird as crew, the D class inflatable lifeboat was launched within three minutes and by 1124 had picked up the two boys and returned with them to West Kirby. The boys were taken home by the local coastguard and the lifeboat was rehoused and ready for service by 1230.

South Western Division Swimmers far out A COUNCIL LIFE GUARD at Sennen Cove, Nick Bryant, although not on duty was down painting his hut on Friday May 16 when he saw two swimmers a long way out to sea. He immediately put out on a surf board and, on reaching the two swimmers, he found that they were indeed in difficulconlinued on page 105.