Eastern Division Atlantic 21 escort IN HIS CAPACITY as harbour master, Helmsman Roger Trigg of Southwold lifeboat station heard at 1625 on Friday January 16 that MFV Concord, a 35ft 6in ex-Liverpool class lifeboat, had broken down three-quarters of a mile east of Southwold Harbour piers and was dragging her anchor in heavy seas.

There were three men on board.

Roger Trigg immediately informed HM Coastguard of the situation and also the vessel's owner, Skipper Anthony Chambers, who decided to launch MFV Broadside to go to the help of Concord.

Maroons were then fired and Southwold's Atlantic 21 rigid inflatable lifeboat launched at 1638 manned by Helmsman Trigg with, because of the very rough weather, three other crew members, Jonathan Adnams, Nicholas Westwood and Steven Taylor.

The afternoon was heavily overcast with continuous snow and sleet and a force 8 gale was blowing from the south south east. The sea was rough with aheavy north-easterly swell. It was l'/2 hours before high water.

On her way down harbour the Atlantic 21 passed MFV Broadside and then, as the lifeboat approached the bar, one of her crew was stationed in her bows to keep her head down. She was filled several times by heavy breaking seas as she crossed the bar but once clear and in waves of a more regular pattern she stood by until Broadside had cleared the harbour entrance. Passage was made to the casualty and Crew Member Adnams put aboard to assess the situation. It was found that Concord's engine trouble was caused by a fuel blockage.

It was not possible for Broadside to approach Concord in the very rough seas, so the Atlantic 21 took a towline from the casualty to the other motor fishing boat. She also transferred Crew Member Adnams to Broadside to help with the tow. Concord then cut her anchor warp and the tow started back to Southwold Harbour escorted by the lifeboat.

Just as the two fishing boats were approaching the harbour entrance they were hit by a large breaking sea which parted the tow and washed right through Broadside's wheelhouse, putting her radios out of action. The parted tow rope whipped back aboard Broadside striking Jonathan Adnams on the forehead and stunning him momentarily.

The wind and tide immediately carried Concord on to the Hale, a patch of shallows north of the harbour piers.

Now in breaking surf and lying broadside to the seas, her bows north, Concord was hitting bottom in the troughs, and the seas were estimated to be 10 to 15 feet high. Her crew asked to be taken off and Helmsman Trigg took the Atlantic 21 in towards her. He made an approach from the south and west but as the lifeboat came in close to Concord's lee side a large breaking sea crashed on to the deck of the casualty, washing her crew down and pushing the lifeboat away. However, one of Concord's crew had already managed to throw a line and this was quickly made fast on the lifeboat's after starboard cleat as she veered away in a second large breaking sea.

The first sea had thrown the two Atlantic 21 crew members into the roll bar at the lifeboat's stern and as they tried to regain their positions amidships the second sea knocked them aft again.

Then, while the Atlantic was at an angle of 70 degrees she was hit and completely enveloped by yet another breaker. As she emerged her crew found that they were clearing the bank with Concord, attached by the line, following behind them. From Broadside all that could be seen by Skipper Chambers and Crew Member Adnams was the Atlantic standing almost vertical as she headed out of the surf with the outline of Concord behind her.

Once the lifeboat and fishing boat were clear of the bank Broadside took over the tow again and headed out to sea. It was then decided that it was too hazardous to try to take Concord in to Southwold and that instead the tow with its lifeboat escort should make for Lowestoft.

By now the south-south-easterly gale had risen to force 9 with heavy sleet and rain continuing unabated. There was still a heavy north-easterly swell but for the three boats heading north for Lowestoft there were rough following seas. Frequently as Concord surfed forward the towline slackened only totauten again sharply as, the wave passing, she dropped back. Four times, as the strain came back on, the tow parted; each time the lifeboat pulled in, picked up the parted line and took the strain until Broadside could come round and resume the tow. On the fourth occasion Skipper Chambers was transferred from Broadside to Concord, changing places with one of the casualty's crew so that he could try to repair the engine.

Soon afterwards the tow parted yet again and as the Atlantic 21 and Broadside closed to pass over the tow a large sea twisted the lifeboat up on to the fishing boat's deck, damaging the bow section of her sponson on one of Broadside's stanchions. The bow section deflated, but the Atlantic's seakeeping qualities were not impaired.

At 1854 Concord's engine was restarted and the two fishing boats with the lifeboat in company arrived off Lowestoft just an hour later. By now the ebb was flowing giving a nasty sea at the harbour entrance, so the lifeboat first escorted in Concord and then came back out again to see Broadside safely in. All three boats were moored in Hamilton Dock at 2010.

After coffee and sandwiches, the wind having veered and decreased, the Atlantic 21 left South wold at 2045 manned by Helmsman Trigg and Crew Member Adnams; the other two crew members returned by road. The lifeboat arrived off South wold at 2135 and was back at her station by 2140.

For this service the bronze medal was awarded to Helmsman Roger E.

Trigg and the thanks of the Institution inscribed on vellum were accorded to Crew Member Jonathan P. A. Adnams and Anthony Chambers, skipper of MFV Broadside. Medal service certificates were presented to Crew Members Nicholas Westwood and Steven G.

Taylor.

South Eastern Division Four rescued HEARING, soon after 1300 on Sunday December 14, 1980, that a yacht firing red flares had been reported off Eastoke Head, Hayling Island, Crew Member Frank Dunster together with Trevor Pearce, a shore helper and first aider, and James Berry, another shore helper, went immediately to Hayling Island lifeboathouse to make ready for launching. The station's duty deputy launching authority's telephone line was engaged, so Icarus maroons were fired to alert him and other crew members.

Almost immediately the DLA arrived at the boathouse and, telephoning Hayling Coastguard, learned that the yacht, which had broken her rudder, was fast being driven on to a lee shore by the south-westerly force 8 gale. An RN helicopter from HMS Daedalus had been diverted to the scene but could not lift off the crew of four from the yacht because of the motion of her mast and rigging as she was carried by the rough seas. A few minutes later, in confirmation, the helicopter arrived over the lifeboat station and indicated that she would guide the lifeboat to the yacht.

The first person to arrive to the sound of maroons was Graham Wickham, a young shore helper who had considerable small boat experience including crewing experience with Hayling Island Sailing Club rescue boat. Realising the urgency of the situation, the DLA decided to launch the lifeboat without delay with Frank Dunster, normally a crew member, acting as helmsman and Frank Pearce and Graham Wickham as crew.

Hayling Island's Atlantic 21 rigid inflatable lifeboat launched into Chichester Harbour at Sandy Point at 1320. The tide was flooding, high water being at 1600. A force 8 gale was blowing from the south west, building up seas some five to six feet high which the lifeboat met as she headed south by west out to the bar at almost full speed.

Once on the bar and around Chichester Bar Beacon large sweeping seas were met, some estimated to be more than 15 feet high. Speed was reduced to 7 to 9 knots and, in driving spray and heavy rain, visibility was poor.

Rounding the beacon the lifeboat turned on to a north-westerly heading to make towards the hovering helicopter which was thought to be above the casualty, and now constant use of throttles and helm were necessary to minimise the danger from the large beam seas. As the lifeboat neared her, the helicopter moved off half a mile or more to the south west. The lifeboat followed, heading into the heavy seas at slow speed, and the yacht was sighted about 400 yards away.

Immediately after spotting the yacht the Atlantic 21, caught by a very large rogue sea, was completely engulfed and almost capsized—the auxiliary coastguard in charge at Hayling Island, watching through binoculars, thought the lifeboat must have capsized and was amazed to see her come through the sea upright. She then fell very heavily into a trough; both engines stalled but they were restarted immediately.

Helmsman Dunster first made sure that his crew were safe and then asked Trevor Pearce to check around the boat. It was found that both port and starboard quoit lines had come loose in the near capsize; they were recovered and made fast inboard.

The Atlantic 21 was then brought in close to the 7-metre yacht, Fill's Flyer, whose crew had put out an anchor and were making the anchor warp fast around the mast. Once the warp was fast, Helmsman Dunster began a run in along the yacht's port and lee side, but, when only a few feet off, the lifeboat took a large sea aboard. She once again fell into a trough, and the engines stalled a second time. Frank Dunster restarted both engines immediately and went full astern to avoid collision with the yacht. A second run in was made, again without success because a sea picked the lifeboat up and laid her athwartships a few feet off the casualty's transom.

A third run in alongside the yacht's port and lee side enabled Crew Members Pearce and Wickham to grab two of her crew of four. It took four more attempts to take off the third member of the yacht's crew, who had an artificial leg, into the lifeboat; on the last attempt the man jumped and landed heavily on Crew Member Pearce, injuring his knee.

A final run in alongside was made at 1338 to pick up the last member of the crew, the yacht's skipper, and once he was safely aboard the lifeboat turned towards home.

Remembering how rough and dangerous the seas around Chichester Bar and Beacon had been on the outward trip, Helmsman Dunster first headed about east south east into less rough water. When the orange 'Chi' racing mark was abeam he turned the lifeboat stern to sea for the run across the bar into Chichester Harbour. Speed was reduced, the lifeboat now being 'seven up', and it was not until 1351 that the Atlantic 21 was safe alongside Hayling Island Sailing Club and the yachtsmen landed.

The lifeboat was recovered, refuelled and made ready for service again at 1410, and Trevor Pearce was taken to hospital for treatment to his injured knee.

The yacht's anchor held just off the shore and she was later recovered by a fishing trawler and towed to Langstone Harbour.

For this service the bronze medal was awarded to Helmsman Frank S.

Dunster and the thanks of the Institution inscribed on vellum were accorded to Crew Members Trevor M. Pearce and Graham A. Wickham.

South Eastern Division Over marshes AT ABOUT 1630 on Wednesday December 17, 1980, Alan Coster, assistant harbour master at Lymington and a member of the lifeboat crew, received a telephone call from the Sealink offices, Lymington, with information relayed from a ferry outward bound for the Isle of Wight that a fishing boat was flashing her wheelhouse lights on and off at the entrance to the Lymington River.

Alan Coster, together with his assistant Simon Chalk, also a lifeboat crew member, immediately set out in the 18ft harbour launch to investigate. There was a near gale, force 7, gusting to galeforce 8, blowing from the south; it was dusk on a winter evening and pouring rain restricted visibility.

Rough seas were met as the harbour launch neared the river mouth and before she reached hailing distance of the casualty, the 32ft ex-ship's lifeboat Al Mor now converted for oyster fishing.

Al Mor was being driven on to a lee shore and Alan Coster managed by shouting to convey to the two men on board that the harbour launch could be of little help so that they should fire flares to summon the lifeboat. As, however, no flares were carried aboard the casualty and because the harbour launch, which had shipped a heavy sea and was herself in danger of being swamped, carried no radio, Alan Coster decided to make best possible speed back to Lymington to alert the lifeboat.

Mooring alongside Royal Lymington Yacht Club pontoon at about 1655, Alan Coster and Simon Chalk ran to the lifeboathouse and telephoned to the station honorary secretary, who authorised the immediate firing of maroons.

First to arrive at the sound of the maroons, to make the third member of the crew, was Peter Harvey, himself an ex-fisherman, and, with the help of Douglas Baverstock, John Pope and Roger Bayzand, Lymington's Atlantic 21 rigid inflatable lifeboat was launched at 1710. Manned by Helmsman Alan Coster and Crew Members Simon Chalk and Peter Harvey, she set off down river at full speed.

Nearing the Cocked Hat Beacon rough seas some five or six feet high were encountered in the near gale force winds from the south. It was about 3'/2 hours before high water and the tide, flooding hard, was being driven along by the wind. Heavy rain continued to make visibility poor, and speed had to be reduced.

No lights could now be seen from the casualty so, as the lifeboat made her way down Long Reach at half speed, parachute flares were fired to illuminate the area. By their light Al Mor was spotted just north of No 3 Beacon. As Helmsman Coster approached the casualty more parachute flares were fired and it could be seen that seas were breaking right over the fishing boat.

now sinking and settling lower in the water. It was also seen that the casualty had her oyster trawling booms and gear streamed out to windward for about 80 to 90 feet as makeshift sea anchors and that sedge and mudbanks not yet covered by the rising tide were close under her lee.

Helmsman Coster lay off some 20 yards up to weather to take stock of the situation. After consultation with the crew he tried to manoeuvre the Atlantic 21 close enough to the stricken fishing boat to pluck off her crew. When some ten feet from Al Mor, however, a large sea picked up the lifeboat and spun her around and she fell into a trough, momentarily touching bottom; both engines stalled but restarted at the first push of the buttons. Helmsman Coster made another attempt to get alongside the fishing boat but with the six to seven foot seas, with little water and with sea room restricted by the obstructing oyster dredges, this attempt was no more successful than the first.

Realising that it was impossible to take the Atlantic 21 alongside the casualty without great risk of damage to the lifeboat and injury to her crew.

Helmsman Coster stood off again some 20 yards while an alternative plan of action was worked out. As the fishing boat was sinking fast, it was agreed that one of the lifeboat crew should swim to Al Mor to lead the fishermen over the marshes while the lifeboat headed up river to a rendezvous at Pylewell, where the survivors could be safely embarked in comparative shelter.

Crew Member Harvey volunteered for the swim but he was only wearing normal oilskins, so Helmsman Coster, clad in a dry suit, decided that he should go himself. He positioned the Atlantic 21 exactly as he wanted her, put her engines into neutral and slid out of the helmsman's seat and over the side while Crew Member Harvey took the helm. Then, while the lifeboat and the Sealink ferry illuminated the area with their searchlights, keeping him in sight, Alan Coster, carried towards the shore by the wind and rough seas, swam the 20 yards or so to the trawler.

As Alan Coster touched bottom on the soft mud the fishing boat sank, hertwo crew jumping over her lee side on to the sedge. Alan Coster reached the shore about 20 feet from them and explained to them that the lifeboat could not reach them safely but that they would rendezvous with her at Pylewell, some half a mile away.

With his long knowledge of the marshes, Alan Coster led, and at times helped, the two survivors across the half mile of sedge and gullies; both men, though young, were suffering from exposure. It took about 25 minutes to negotiate the marsh: at one moment the three men would be walking on mud and sedge, and the next they would be plunged into five or six foot deep icy water in the many gullies.

By this time the Atlantic 21 had reached Pylewell and Crew Members Harvey and Chalk had lifted her engines and pushed her ashore so that the engines would not foul themselves on the many moorings in the area. They illuminated the way for the three men crossing the marsh with the lifeboat's searchlight and helped them on board when they arrived at the boat. Then they relaunched the Atlantic 21 and best possible speed was made back up river. When the lifeboat station was reached, at 1850, the two fishermen were taken to hospital.

For this service the bronze medal was awarded to Helmsman Alan P.

Coster and medal service certificates were presented to Crew Members Peter E. T. Harvey and Simon G.

Chalk.

Ireland Division Injured seaman THE HONORARY SECRETARY of Dun Laoghaire lifeboat station was asked at 1600 on Tuesday October 14, 1980, if an injured seaman could be taken off the Norwegian bulk carrier Blix. A rendezvous was arranged for midnight in Dublin Bay.

The crew and the honorary medical adviser, Dr Niall Webb, assembled at 2330 and a quarter of an hour later Dun Laoghaire's 44ft Waveney lifeboat John F. Kennedy launched on service under the command of Coxswain/ Mechanic Eric Offer.

The night was overcast and blustery with a strong breeze, force 6, blowing from the east. The sea was rough and a heavy easterly swell was running in Dublin Bay. It was one hour after low water.

The lifeboat headed for the rendezvous position four miles east of Dun Laoghaire Harbour and- Coxswain Offer kept in radio communication with Dublin Port Radio to receive the carrier's amended ETAS. Blix finally anchored off Burford Bank, close to Burford Buoy, shortly before 0200 on Wednesday October 15 and lay head to wind.

With a fresh to strong breeze nowblowing from east north east and heavy swell, estimated to reach 19 to 20 feet at times, manoeuvering alongside proved very difficult. After a careful assessment of the conditions Coxswain Offer asked that a pilot ladder be lowered over Blix's starboard quarter and briefed his crew and Dr Webb on the transfer. The lifeboat was then brought alongside and Dr Webb jumped from the bow on to the pilot ladder. It was a long climb of more than 30 feet to Blix's deck, made more arduous for Dr Webb by the fact that he was himself recovering from a leg injury.

The injured seaman, suffering from a fractured leg and rib, was tended by Dr Webb and then secured in a Neil Robertson stretcher. At 0235 he was transferred to the lifeboat and, under the supervision of Second Coxswain Joseph Lawless, taken down into the after cabin.

The lifeboat returned for Dr Webb, but conditions were extremely difficult.

After several unsuccessful attempts to take him off the doctor had to jump on to the lifeboat on the instructions of the second coxswain.

At 0245 the lifeboat started back for Dun Laoghaire and an ambulance met her on her return at 0305. The injured seaman was taken to St Vincent's Hospital and the lifeboat was refuelled and back on her moorings by 0325.

For this service a special doctor's vellum was accorded to Dr Niall L.

Webb, honorary medical adviser, Dun Laoghaire, and a letter of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Coxswain Eric Offer and his crew.

Eastern Division Washed off pier THE DUTY WATCHKEEPER On RanlSgate East Pier was told at 0305 on Saturday November 29, 1980, that an angler had been washed off the pier by a heavy sea. The Trinity House 40ft pilot launch Versatile was at that time off duty in Ramsgate Harbour because of the very rough weather, but her crew, Trinity House Coxswain Malcolm Llewellyn and Launch Seaman Bryan Morgan, were on board checking her moorings. The duty watchkeeper alerted them and they immediately cast off to go to the help of the angler.

The night was cloudy, but fine and clear with fair visibility in driven spray.

There was a strong north to northeasterly gale, force 9, gusting to storm force 10, with a heavy north-easterly swell and short, steep, rough and confused seas. It was one hour before high water.

On clearing the pierheads Coxswain Llewellyn could see the angler in the water illuminated by a searchlight from the pier lookout; he was about 50 metres south of East Pier in the rough, confused sea and swell. The coxswaincircled by West Pier and approached the man in the water head to wind; it could be seen that he was wearing a lifebelt thrown to him from the pier, but that the blown spray and seas were frequently washing right over him. Versatile was stopped and Launch Seaman Morgan threw the man a line from the forecastle head intending to drag him to the stern where there was a boarding ladder. The casualty, however, pulled in all the slack line leaving only the bare end on board. Coxswain Llewellyn left the wheelhouse to help Launch Seaman Morgan, and Versatile immediately paid off, beam to seas.

The two crew were unable to lift the angler with all his heavy clothing aboard amidships where the seas were now holding him, so it was decided to try and tow him back into harbour.

Launch Seaman Morgan went forward to the bows and jammed the rope under a tyre fender and then Coxswain Llewellyn started working the boat stern first towards the harbour. As the tow started, the angler was being pulled under the water. It was obvious that in his weakened state he would soon let go, so Launch Seaman Morgan wrapped his legs around a stanchion, leaned right over the bow and grabbed the loop of the lifebuoy, holding on to it firmly although he was continuously being washed by the seas.

Versatile re-entered Ramsgate Harbour stern first at 0332 and was alongside the landing stage a minute or two later. Ramsgate lifeboatmen, policemen and ambulancemen were there to help the angler from the water and he was taken to hospital.

For this service the thanks of the Institution inscribed on vellum have been accorded to Trinity House Coxswain Malcolm H. R. Llewellyn and Launch Seaman Bryan L. E. Morgan.

South Western Division French trawler THE FRENCH TRAWLER Floralie, 30 miles off Trevose Head on a bearing of 287°, reported in the early hours of Friday October 17, 1980, that she had a serious leak and needed immediate assistance. HMS Pollington, 40 miles north of Land's End and within about ten minutes steaming of Floralie, set course for the casualty and at 0200 Padstow lifeboat, the 48ft 6in Oakley James and Catherine Macfarlane, was launched to help, the nearest port of refuge being Padstow; she was under the command of Coxswain Trevor England.

HMS Pollington rendezvoused with Floralie at 0127, but the trawler's skipper indicated that he would not abandon his vessel and intended to steam to Newlyn. With a force 8 gale blowing from north north west and seas up to 15 to 18 feet high, it was impossible to transfer men or pumps from the warship to the fishing boat. Pollington agreed to escort Floralie to Newlyn but asked for lifeboat help so that the fishing boat's crew could be taken off should she be in danger of sinking.

At 0231 Land's End Coastguard asked that St Ives lifeboat should be launched to escort the fishing boat, and when it became obvious that, with Floralie and Pollington steaming south at 8 knots for Newlyn, Padstow lifeboat would be involved in a stern chase and would probably not be able to catch up with the casualty, she was recalled.

She was back on station and once again ready for service at 0600.

In view of the severe conditions at St Ives the honorary secretary and Coxswain Thomas Cocking made a very careful inspection of all the launchinggear, boat, carriage and tractor and all personal equipment of the crew before launching began.

The gale had now gone round to the north east. With only one hour to low water St Ives' lifeboat, the 37ft Oakley Frank Pen/old Marshall, was drawn from her boathouse by tractor. Having crossed the harbour bottom, the boat was turned towards the sea and pushed across the beach, out beyond the pier and to the sea. There is a shallow bank clear of St Ives Harbour running south east, in line with the shore. At this stage of tide it is necessary to push the boat and carriage out to this bank so that the boat is launched over it into deep water. The sea was very rough with a heavy onshore swell.

As soon as the boat, carriage and tractor entered the water the crew and launchers alike were soaked with flying spray. While pushing the lifeboat through the relatively deep water, with a depth of about four feet, Head Launcher Jimmy Benney and Tractor Driver John Tanner had to withstand seas breaking over them, several of which could have washed them out of the tractor. By the time they reached the launching position, both men were soaked to the skin and extremely cold.

Carefully choosing the best wave formation, Coxswain Cocking gave the order to launch, the retaining chains to the carriage were released, the engine engaged ahead and the tractor backed towards the shore, thereby drawing the boat off the carriage. Despite all preparations, the unforeseen happened; one track on the tractor locked, the tractor slewed to starboard while the carriage and boat slewed to port.

The boat did not launch. Released from her carriage, she was lifted by a wave and set back on to her carriage out of line, landing with her keel between the carriage keelway and the bilge support. With great presence of mind, Coxswain Cocking put his engines to neutral, knowing that the propellers would be touching the wooden bilge keel supports. And with even greater presence of mind, Head Launcher Benney and Tractor Driver Tanner, although they would have been in great danger had the lifeboat been washed on top of the tractor, engaged ahead gear, straightened up the tractor and carriage and managed to hold everything straight while the lifeboat launched into the next trough.

At 0301 St Ives lifeboat set out on service and she rendezvoused with Floralie and Pollington at 0409, some eight miles north west by west of Pendeen Light and escorted them around Cape Cornwall.

At 0430, Sennen Cove lifeboat, the 37ft 6in Rother Diana White, which had launched under the command of Coxswain Maurice Hutchens at 0305, came up with the three vessels and, while St Ives lifeboat returned to station, together with the warship, she took over the escort of the trawler round Gwennap Head and well into the lee of the land.

Floralie, with HMS Pollington still in company, entered Newlyn Harbour at 0743, where pumps were used to pump her out. Diana White returned to Sennen Cove at 0720 and was rehoused and ready for service at 0800, and Frank Pen/old Marshall returned to St Ives at 0715 and was rehoused and ready for service an hour later.

For this service, framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Head Launcher Jimmy Benney and Tractor Driver John L. Tanner of St Ives, and a letter of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Coxswain Thomas Cocking.

North Eastern Division Over mud WHILE PAYING a routine visit to Spurn Coastguard lookout on Saturday December 6, 1980, Superintendent Coxswain Brian Bevan of Humber lifeboat station was told, at 1912, that Hull Radio had reported two red flares sighted in the Foul Holme Sands area near Immingham; the tug Lady Debbie was investigating. After consultation with the duty coastguard officer, the coxswain decided to await a further report from Lady Debbie before launching.

A strong breeze, force 6, was blowing from the north west with frequent heavy snow showers and the temperature was below freezing point. It was two hours after high water.

At about 2000 Lady Debbie confirmed that a small boat was aground on Foul Holme Sands, but the tug could not get within three-quarters of a mile of the casualty because there was not enough depth of water. Coxswain Bevan decided to launch the lifeboat and at 2019 the 52ft Arun relief lifeboat Edith Emilie, on temporary duty at Spurn Point, slipped her moorings and headed west towards the casualty.

The lifeboat arrived at the scene at 2122 and a search was begun along the edge of the mud bank. The grounded boat, the converted ship's lifeboat Nicholas, was picked out by searchlight at 2130 when, through binoculars, the waving arms of her crew could be seen.

The wind was still from the north west, force 6. It was snowing and the tide had now been ebbing for 4'/2 hours.

The sea was choppy and the lifeboat had to stand off in about ten foot of water at a distance of 400 yards.

The Y class inflatable dinghy carried by the Arun was lowered and, armed with a high-powered torch and a portable VHP radio, Crew Member Peter Jordan embarked as helmsman with Crew Member Dennis Bailey, Jnr, as his crew. It was still snowing as the two crew members set out at 2142 and spray was being blown off the choppy sea. They approached as close as they could under outboard engine before hauling the inflatable dinghy a further 100 yards through the water on to the mud. They then walked the last 100 yards to the stranded boat through mud so thick and oozy that with each step taken they sank in a foot or more.

On reaching the casualty they found that she had an anchor cable around her propeller. After discussion by radio with Coxswain Bevan, it was decided to lay out another anchor to secure the boat on the rising tide and then to bring her two crew, both suffering from cold, back to the lifeboat. The owner, a man over 12 stone in weight, had an artificial leg, so that the only way to get him back over the mud to the inflatable dinghy was to carry him.

Dennis Bailey took the disabled man on his back with Peter Jordan steadying him and shining the torch ahead. Each step was made most difficult by the action of the soft mud and, by the time the inflatable dinghy was reached and the disabled man embarked, the two lifeboatmen were exhausted. However, the dinghy was re-launched and Peter Jordan restarted the engine while Dennis Bailey, almost up to his waist in mud and water, held the boat steady head to sea.

Back safely alongside the lifeboat, the helicopter strop kept on board and the electric winch were used to lift the disabled man from the dinghy, and then Crew Member Jordan returned to the mud bank to recover the second survivor and Crew Member Bailey. Both were picked up and all three men returned to the lifeboat wet through up to the waist, covered in mud and very cold. The inflatable dinghy was safely recovered at 2255. Then, using his local knowledge, Coxswain Bevan with expert judgement and precise navigation cleared the shoal area; there were dried out mud banks on both sides of the lifeboat and in places the water shallowed to only five feet.

The two men were landed at Spurn Point at 0125 and at 0138 the lifeboat was back on her moorings, refuelled and ready for service.

For this service the thanks of the Institution inscribed on vellum were accorded to Crew Members Peter Jordan and Dennis Bailey. Jnr. A letter of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Superintendent Coxswain Brian Bevan and his crew.

North Eastern Division Two capsizes A SMALL COBLE, John Dory, with four anglers on board was reported capsized close inshore off Cullercoats, l'/2 miles north of Tyne Piers, on Sunday morning February 22. The message came toTyne Coastguard from the coble Flying Spray at 1013. A Sea King helicopter from RAF Boulmer already in flight on a training exercise off Beadnell was diverted to the scene of the casualty at 1015. Three minutes later the honorary secretary of Tynemouth lifeboat station was informed of the capsize and he replied that the D class inflatable lifeboat would launch.

It was one hour before low water with a moderate to fresh breeze, force 4 to 5, blowing from the south east and a moderate to heavy swell breaking as surf in places along the shore. There were occasional snow flurries.

At 1027 the inflatable lifeboat, manned by Helmsman Stuart Brown and Crew Members James Griffiths and Graeme Boyd, was reported under way. On clearing Tyne Piers she was forced to moderate her speed in the heavy going and continue on her way with caution. At 1033 Tyne Coastguard mobile passed a message advising her not to go in too close because very heavy seas were breaking and the helicopter had arrived.

By the time the inflatable lifeboat reached the scene of the capsize, at 1040, the helicopter had already winched up two men and a third was scrambling ashore. Nothing could be seen from the air of the fourth fisherman and at 1042 the helicopter reported that both the men she had picked up were in a critical state and needed to be flown to hospital immediately.

As the helicopter would be away from the scene, taking the survivors ashore, Tynemouth honorary secretary informed the Coastguard that the 52ft Arun lifeboat George and Olive Turner would launch in support of the D class inflatable lifeboat.

In the meantime the crew of the inflatable lifeboat decided that they were the only chance for the remaining man in the water and that they should go in towards the wreckage and search as best they could in the surf and among the rocks. Aware of the dangers, they inflated their lifejackets fully before making a first run in as close to the wreckage as possible. It quickly became clear just how difficult and dangerous searching in those waters was going to be: apart from the hazards presented by debris and ropes from the capsized boat, when in the bottom of a trough the crew could see the kelp and rocks under the surface. They took the lifeboat out into deeper water and then, with more knowledge of the lie of the land, made two more runs in, searching parallel with the rock ends.

Having received confirmation from the Coastguard that there was still one man missing, it was decided to make another run in. Just as the crew were turning the inflatable lifeboat ready for the run she was struck by an extra large wave, about 10 foot high, which was breaking along its length. It caught the lifeboat on her starboard quarter pivoting her on her port shoulder and capsizing her. Helmsman Brown was washed away clear of the lifeboat, Crew Member Boyd was trapped under the hull and Crew Member Griffiths was close alongside the boat.

James Griffiths was aware that Graeme Boyd was underneath the hull but was not able either to lift the boat or get under the sponson because of his inflated lifejacket. Graeme Boyd could not get out, at first, for the same reason. However, air was trapped in the fore-end of the boat under the canopy and, although he was being thrown against the anchor and the still 'talking' radio, there was enough air for him to regain his strength so that, choosing the right moment in rhythm with the boat's movement, he was able to force himself under the sponson.

Another large wave then struck the inflatable lifeboat and separated the two men. Graeme Boyd was washed away while James Griffiths, who had tried unsuccessfully to hang on to him, managed to climb on to the upturned hull and was washed on to the rocks; he managed to scramble ashore, keeping a firm hold on the inflatable lifeboat.

The helicopter had landed the anglers from John Dory and was on her way back when she heard on the radio that the inflatable lifeboat had capsized.

As soon as she arrived she winched up Graeme Boyd and Stuart Brown and landed them on the rocks before continuing the search for the missing fisherman; he was eventually found but unfortunately had been trapped under water and was already dead.

The three lifeboatmen were later taken to hospital for a check up and observation.

The 52ft Arun lifeboat had slipped her moorings in the River Tyne at 1055.

By the time she arrived off Cullercoats at 1109 all the crew from the smaller lifeboat were safely ashore, but the Arun, unable to come close inshore herself to help search, stood by until the body of the missing angler had been landed on the beach at about 1120. She was back on her moorings ready for service at 1150.

Crew members from Cullercoats, a summer only D class lifeboat station, helped crew members who had come overland from Tynemouth to recover their boat. She was taken back by road to Tynemouth where a 40hp outboard engine waiting to be used on the station's new boarding boat was available.

The inflatable lifeboat was checked and taken out on exercise before being placed on service again at 1700.

Meanwhile arrangements had been made through the duty staff officer at Poole headquarters for replacements to be sent to Tynemouth the next day.

When they arrived the divisional inspector of lifeboat for the North East, Lt Alan Tate, was at the lifeboat station.

Defective and missing items on the station's own boat were replaced and she was inspected and taken out on exercise to confirm that she could remain on station. During this exercise the boat was called on service to a position half a mile north of the spot where the fishing coble had capsized on the previous day. Wind and sea were similar, and the boat and all her equipment worked perfectly: there was no need even to change the radio.

Sadly, one of the fishermen who had been rescued by helicopter did not recover, but died in hospital some days later.

For this service a letter signed by Rear Admiral W. J. Graham, director of the RNLI, expressing the Institution's appreciation to the crew of the Sea King helicopter, and in particular to Flight Sergeant Jock Menmuir, the winchman, was sent to the commanding officer of RAF Boulmer. Letters signed by Cdr Bruce Cairns, chief of operations, expressing the Institution's appreciation to crew members of Tynemouth and Cullercoats lifeboat stations were sent to the honorary secretaries, Mr K. Middlemiss and Mr R. J. Taylor.

South Western Division Belgian trawler LAND'S END COASTGUARD informed the honorary secretary of Penlee lifeboat station at 0200 on Wednesday March 19, 1980, that the Belgian trawler Normauwil was stranded near the north arm of Newlyn Harbour, a mile north north west of the station. She had a crew of seven. Maroons were fired at 0205 and at 0212 Penlee's 47ft Watson lifeboat Solomon Browne was launched from her slipway under the command of Coxswain William Richards.

A strong breeze, force 6, was blowing from the south east. The sea was rough with a moderate to heavy swell and visibility was only fair.

Course was set north north west and the lifeboat came upon the casualty at 0220. Normauwil, a beam trawler of about 90ft in length and fully laden with 100 tons offish, had attempted to leave Newlyn Harbour at low water on a spring tide. She had struck bottom and, each time she lifted on a crest, the south-easterly swell had carried her shorewards on to the rocks immediately east of Newlyn East Pier. She was being swept by the heavy seas.

Coxswain Richards brought his lifeboat head to sea, dropped his anchor in about three fathoms of water and paid out his cable to veer down towards Normauwil stern first. As the crew of the trawler did not appear to want to abandon their vessel, and as it would have been extremely hazardous to try to transfer them to the lifeboat, Solomon Browne passed a line across hoping at least to hold the fishing boat stern up to the wind and sea until the tide flooded.

The line parted, but a second attempt was made and this time a wire was sec-ured to the quarter posts of the lifeboat.

During this time seas were sweeping the foredeck of Solomon Browne.

With the tide starting to flood and with Normauwiis engine going astern, Solomon Browne's engine going ahead and the lifeboat also heaving in on her anchor, the fishing boat moved a few feet seawards each time she lifted on a crest of the swell. The lifeboat was pitching heavily and on one particularly heavy swell the taut wire from the trawler pulled away the drogue fairlead and smashed the bulwark of the lifeboat. When the trawler came clear of the rocks, she surged astern and passed the lifeboat, which slipped the wire.

Normauwil, confident that no damage had been done, did not return to Newlyn Harbour but immediately sailed for Belgium. Solomon Browne moored in Newlyn Harbour at 0325, ready for service. She was unable to return to her own boathouse until 1000 on Friday March 21 because of the continuing onshore swell.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Coxswain William T.

Richards.

Eastern Division Two maydays FOLLOWING A MAYDAY from the yacht Penita received by Dover Coastguard on Friday August 29, 1980, Ramsgate lifeboat, the 44ft Waveney Ralph and Joy Swann, launched at 2330 under the command of Second Coxswain Derek Pegden, the coxswain being on leave.

The ferries Lion and Free Enterprise were alerted and a helicopter also joined the search.

It was a cloudy night with a near gale, force 7, blowing from the south west and the seas were rough. It was three hours after high water.

Penita, which had suffered a broken mast while on passage from Nieuport to Dover with five people on board, was not found in her first reported position.

She was, however, in radio contact with the two ferries and after she had fired a flare to give a cross bearing, she was found five miles away.

The lifeboat was alongside at 0120 and two lifeboatmen boarded the yacht to help her exhausted crew. With Crew Member Michael Pett in charge, they cut away the broken mast and rigging, secured a tow and tended the yacht on the long passage back to Ramsgate.

Harbour was reached at 0625 and the lifeboat was once again ready for service at 0650.

At 1233 on Tuesday November 18, mayday was received by Dover Coastguard from the trawler Guiding Hand, on fire six miles north east of Ramsgate.

Her four crew were fighting the fire. A helicopter was scrambled from RAF Mansion, the Trinity House pilot boat Vedette, already at sea, and two other vessels, Marshlea and Sand Skua, made for the trawler to stand by and Ramsgate lifeboat, Ralph and Joy Swann launched at 1246 under the command of Coxswain Ronald Cannon.

The weather was fine with very good visibility, but a near gale, force 7, was blowing from west north west. It was four hours after high water and the sea was moderate.

By the time the lifeboat reached the casualty at 1317 her crew of four had been airlifted to Mansion, but Guiding Hand was ablaze in her engine room and wheelhouse and she was still under full irawling speed wilh her Irawl oul.

Four lifeboalmen, A. Bray, Dennis Cooper, Timolhy Hursl and William Davies, were pul on board lo fighl the fire and gel way off Ihe vessel, which was found lo be on a collision course wilh North Goodwin Lighlvessel.

While Crew Member Cooper hosed down Ihe wheelhouse, Crew Member Davies, a marine engineer, broke the window, reduced the revs and, although he could not stop the engine, took it out of gear. Crew MembersBray and Hurst, both ex-lrawlermen, cut and buoyed off the Irawl.

Then, wilh Ihe heal increasing, Coxswain Cannon took off the four lifeboalmen and, wilh Guiding Hand under long low, sel course for more shellered walers where further efforts 10 damp down Ihe fire on deck could be made and gas cylinders moved forward out of danger.

Meanwhile, Kent firemen had been called to Ramsgate East Pier. When it was safe lo do so, al 1515, the lifeboal towed Guiding Hand alongside the pier where Ihe Fire Brigade look over.

11 was half an hour before Ihe Irawler's engine could be stopped and il was after 2200 when Ihe fire was finally pul oul.

The lifeboal was back on her moorings and ready for service al 1605.

A letler signed by Cdr Bruce Cairns, chief of operalions, was senl to Caplain T. R. Phinn, Ramsgate station honorary secretary, expressing appreciation to all Ihe lifeboalmen who had taken part in these two services, and in particular, for the firsl service, lo Crew Member Michael Pell, and for Ihe second, to Crew Members A. Bray, Dennis Cooper, Timothy Hursl and William Davies.

South Western Division Small tanker AT 2135 ON Friday January 9 Hartland Coastguard asked Clovelly lifeboat to stand by ready to launch to go to the help of a small tanker, MV Pass of Dirriemore, laden with chemicals. She was disabled with mechanical failure midway between Hartland Point and Lundy Island and drifting south. There were 12 people on board.

The request to launch came at 2207 and by 2218 Clovelly lifeboat, the 71ft Clyde City of Bristol, had slipped her moorings and, under the command of Staff Coxswain Roger Smith, set course to intercept the tanker, now nearly five miles west north west of Hartland Point.

It was a squally night with a gale, force 8, gusting to strong gale, force 9, blowing from north north west. The seas were rough.

When City of Bristol reached Pass of Dirriemore the tanker was about five miles west of Hartland and Coxswain Smith checked the set and rate of her drift; she was being carried at 2 knots parallel to the coastline. Arrangements were made for a tug to come from Milford Haven as soon as possible; her expected time of arrival was 0530.

By 0045 on January 10 the tanker was about 61/: miles south west by west of Hartland Point, but as the strength of the tide decreased the wind began to have relatively greater effect, driving the disabled vessel towards the coastline.

At 0145 her master was told that he had about an hour and a half before continued on page 213.