SOUTH BANK, LONDON, TUESDAY MAY 17 1982: 1,281 people rescued; nearly £16 million raised NOT MANY spring or early summer days have been sunny this year, but Tuesday May 17, when RNLI people from all parts of England, Ireland, Scotland and Wales came to the Royal Festival Hall in London for the annual general meeting of the governors and the annual presentation of awards, was one of the exceptions. Whether the sun shines or not, however, the day of the annual meetings is always one of the happiest in the lifeboat year.

Looking back at 1982 there was much for which to be thankful and in which to take pride: a record 3,304 services safely accomplished; 1,281 people rescued from the sea; nearly £16 million raised to make possible the work of the lifeboatmen; and good progress in the building of new boats, the modernisation of older boats and in new works at lifeboat stations.

HRH The Duke of Kent, President of the Institution, was at the afternoon meeting to present the awards for gallantry and outstanding service, and in his speech he summed up the warmth, the friendship and the spirit of shared endeavour which is to be found wherever lifeboat people are working, together and which is so apparent when they meet at the Festival Hall. Speaking of the visits which he makes each year to a different part of the coast, the Duke said: 7 always find those occasions not only thoroughly rewarding and interesting in themselves, but in addition they are quite inspirational, quite simply because of the sense that everyone, crew member, voluntary helper or guild member, is working for a common cause. There is this wonderful feeling, and one feels it at all stations, all the way round the coast, that all lifeboat people are part of a family, and a very special one it is.' * * * The annual general meeting of the governors was held during the morning in the Queen Elizabeth Hall. Welcoming all those present the Duke of Atholl, Chairman of the Institution, told them what an encouragement it was to the Committee of Management and to the staff that such vast numbers of governors came to the AGM each year; he was delighted to see so many . . .

7 say that every year but it is, indeed, perfectly true.' After the minutes of the previous meeting, held on May 11, 1982, had been agreed, the Duke reported with sorrow the deaths of two former longserving members of the Committee of Management, Captain Valentine Wyndham-Quin and Lord Camden, and a serving member, Commodore James Young. Captain Wyndham-Quin had been a member of the Committee for 44 years, serving as Deputy Chairman for four years and Chairman for four years, while Lord Camden had served for 53 years; Commodore Young had served for four years before his death.

Four new members were welcomed to the Committee of Management: Surgeon Rear Admiral Colley, Mr Gray, Captain Greevy and Rear Admiral McClune.

The Duke of Atholl then gave his report for 1982: 'The most important facts to present to you are, of course, those which concern our record of lifesaving: I am proud to tell you that in 1982 our lifeboats performed 3,304 services, which is the highest number in any one year since the Institution was founded, and that 1,281 people were rescued. Our lifeboats have never been so busy, dealing with anything from complex incidents in hurricane force winds to relatively simple rescues in calm conditions . . . I am sure 1 speak for everyone in this room when I express our admiration and gratitude to all lifeboatmen throughout the United Kingdom and Ireland.' The Chairman assured the governors that it was the resolve of their Committee, as it has always been, to make sure that lifeboatmen were provided with the best tools to do their job, and he told them that significant advances had been made in this area. The 33ft Brede, for instance, had finished her operational trials and three lifeboats of this class were already on station, with four more being built. The Brede, said the Duke, with a top speed of 20 knots, a range of 140 miles and manned by a crew of four . . .

'. . . takes her place among the fast lifeboats in the RNLI's fleet between the Atlantic 21 and the 44ft Waveney. The modern lifeboat fleet is made up of a variety of boats of differing capabilities, suitable to meet different needs, and the Brede fits well into this pattern as a medium priced, medium range lifeboat.' It was just 20 years ago that very month, the Duke continued, since the first 16ft D class inflatable lifeboat, the RNLI's smallest boat, had been placed on station: 'These splendid little boats, together with the Atlantic 21s, now carry out more than half the Institution's services giving a fast response to emergencies reasonably close to the shore. They are therefore particularly suited to stations where holidavmakers are at risk.' At the other end of the scale, the success of the larger fast afloat boats, the Waveney, Thames and Arun, had led the Institution to embark upon the development of the new 47ft fast slipway boat, already known as the Tyne: 'It surprises some people to learn that the RNLI, as a charity, has its own design teams, but our needs are unique and the knowledge and skill of our technical staff, with the help of outside advisers, have led to the development of excellent boats.' The two Tyne prototypes had been on extensive trials, including slipway launches, and one had circumnavigated the British Isles: 'Many lifeboatmen have sailed in them and wherever they have gone these boats have won the admiration of the crews who have manned them.' Four more Tynes were on order at a cost of £430,000 each. While, said the Duke, they were worth every penny, this order of almost two million pounds worth of lifeboat represented an act of faith in our fund raisers because not one of those four new Tynes had yet been funded . . .

' any of you know of anyone who would like to give us £430,000, I can promise we will accept it with great gratitude . . .' Looking further ahead, the Duke of Atholl spoke of the start which had been made towards fast lifeboats which could be carriage launched and which could eventually replace existing carriage boats. The requirements had been defined. Now consideration must be given to the best way to fulfil these requirements: 'There are a number of possiblities, but lifeboat development is a lengthy process and a new lifeboat of this type will not be available for some years.' During the year trials with the RNLI Medina rigid inflatable had continued and, the Duke said, the Medina might turn out to be one of the boats which could fulfil the requirements of a fast carriage lifeboat. Her hull had proved exceptionally seaworthy and seakindly in all weathers, but the problems of her propulsion system had still not been fully resolved.

Technically, the RNLI was moving steadily ahead, the Duke continued.

There was, however, nothing new in the Institution developing its own lifeboat designs; it had always sought to improve its lifeboats using the technology of the day and it had never stood still in its quest for the best, either in overall design or in detail . . .

'The great value of one innovation of comparatively recent years, the emergency righting air bag. was proved dramatically last month when Salcombe's 47ft Watson lifeboat, after being capsized in winds gusting up to hurricane force, righted successfully and returned safely to harbour under her own power with no injuries to her crew. That righting system was devised by RNLI technical staff, with help from the British Hovercraft Corporation, and is unique to lifeboats.' The provision of more sophisticated boats and equipment called for increased crew training. During 1982.

following the generous gift of a radar simulator, a new mobile training unit had been fitted out for radar courses, and this was just one of the training facilities now being provided.

'There i.s no doubt that with the help of such aids as radar and the direction finding equipment which we are now fitting to those boats for which it is suited, lifeboalmen can locate survivors much more quickly than is possible bv more traditional search methods.' The Duke of Atholl then spoke of the way in which the Institution disseminates and receives information through the International Lifeboat Conference and of the fourteenth conference to be held in Sweden in June. At this meeting the RNLI would be showing Brede and Tyne class lifeboats and, in its turn, would have the chance to study new boats from other countries.

Before leaving operational and technical matters, the Duke referred to the inquiry into the loss in December 1981 of the Penlee lifeboat: 7 am sure you will know that the Wreck Commissioner is currently considering the evidence which he gathered in Penzance during recent weeks and as his findings will be reported in Penzance tomorrow, it would be improper for me to comment in detail this morning. However, I can assure you that the Committee of Management has thought most carefully about the inquiry and its implications. The earnest desire to establish the facts surrounding the loss of the lifeboat and her crew and to consider recommendations to try to avoid such tragedies in the future must be shared bv all concerned. It is a/so well to remember the unity of purpose which does, and which must, exist between all arms of the search and rescue network. The R 'LI and its colleagues in the Roval Navv.

Royal Air Force and Her Majesty's Coastguard together form one of the world's finest maritime rescue services: it is a service based on mutual co-operation and mutual confidence, and we must ensure that there is a good understanding of each other's roles and capabilities so that, working together, we can best meet the needs of seafarers in distress.' Speaking of the difficulties, later resolved, which had arisen over the fund set up by the local district council after the Penlee disaster, the Duke reported that the RNLI had incorporated into its revised disaster procedures guidelines issued by the Attorney General. These guidelines should obviate misunderstandings in the future, although it was the earnest hope that there would never again be the need for such a fund.

'We were verv grateful during the difficult weeks after the Penlee disaster for the support shown to the families bv our President and his wife, the Duke and Duchess of Kent. They work extreme/v hard for the RNLI and I am delighted that the President will be addressing the meeting this afternoon. His family has been associated with lifeboats for many years and both his father and then his mother served as our President. In September last year, the Duke followed in his father's footsteps of 50 vears ago when he went to Aldeburgh to name that station's new lifeboat. Indeed, the Institution counts itself most fortunate in the support it receives from all members of the Roval Family. Late last autumn, the Prince and Princess of Wales visited two lifeboat stations in Wales and at Barmouth they brought sunshine to a grey November afternoon when the Princess, performing her first official engagement for the RNLI, named the station's lifeboat Princess of Wales.' Turning to the annual accounts for 1982, the Chairman said that it was extremely gratifying to be able to report a surplus of income over expenditure of more than £550.000.

' This i.s a splendid result and I hope you will not feel I am detracting from evervbodv's efforts if I place it in the conte i of lifeboat costs: it represents one and a quarter new Tvne class boats and, as I said earlier, we have four on order.' However, because of the surplus achieved, the Institution's reserves, which are the solid working base for the future, had increased from the equivalent of 14 weeks expenditure at the end of 1981 to the equivalent of 19 weeks at the end of 1982. Capital expenditure rose from £3.4m in 1981, to £4.3m in 1982, representing considerable progress in the building of new boats, in the modernisation of older boats and in new works at lifeboat stations. The Duke pointed out, however, that it must not be forgotten that an almost equivalent amount has to be spent each year on the maintenance of existing shoreworks and the survey and overhaul of the Institution's existing fleet—and also that, as the fleet advances technically, so maintenance costs are bound to increase.

On the other side of the picture, a small but significant change to note was the decrease in the percentage spent on fund raising, publicity and administration, from 22.8 per cent of expenditure in 1981 to 21.9 per cent of expenditure in 1982.

The income of £15.7m, said the Duke, reflected the untiring efforts of the branches and guilds who directly raised £4.2m and who also contributed to the increased totals for Trading, Shoreline and legacies. A marked increase in turnover on trading items led to a profit of over half a million pounds, the first time this figure had been passed. Legacy income had also shown a good increase and the number of •legacies received was growing: 7 believe that this is a reflection of the general goodwill felt towards the Institution and, I hope, an indication that this goodwill is spreading. Everybody here, and indeed alt our crew members, station officials and fund raisers, help to promote the RNLI in their different ways.

'Our target for 1983 is £17m and, although it will require tremendous efforts from all of us, I am sure we can rely on the generosity of the public to help us in our work . . .

T should like to conclude by expressing my thanks to you all for your continuing interest and support. The lifeboat service goes on, day and night, vear after year, only because it receives the constant backing of thousands of people. We can look forward with confidence to achieving our 1983 target of raising £17m, for all parts of the lifeboat service are in good heart.' There being no questions, the report and accounts for 1982 were agreed.

Elections followed of the President, HRH The Duke of Kent: the Vice- Presidents; the Treasurer, the Duke of Northumberland, and the Deputy Treasurer, Mr David Acland; and members and ex-officio members of the Committee of Management. The names of all those nominated were read out and their election was agreed unanimously by a show of hands. Price Waterhouse and Company were then appointed auditors for the coming year.

When it came to the time for any other business, Mr Philip G. Clarke, a member of the Committee of Management, pointing out that in the annual report there were seven paragraphs expressing the Institution's thanks, said: 'It would, I believe be the general wish this morning that we should seize what is really our only chance of expressing our thanks to the Duke of Atholl. (applause) /( is our wish, Your Grace, to thank you not only for the conduct of this meeting but also for what you are doing for the Institution in a score of different ways . . . your visits give enormous pleasure wherever you go. In addition to what are listed as ceremonial or Royal occasions, we know that you visit lifeboat stations, giving support and encouragement to the crews on whom we depend and generating more and more enthusiasm in the guilds and branches. We are enormously grateful. We marvel at the time you spend . . .' Mr Clarke voiced what he felt sure was the general wish, that the Duke of Atholl should remain as Chairman for as long as possible. When the applause at the end of Mr Clarke's speech had died down, the Duke rose to thank him, telling him that his kind words were greatly appreciated. The Duke then expressed his gratitude for all that is done by the Deputy Chairmen of the Institution and the Chairmen of the standing committees and also for the excellent back up given by the staff to the Committee of Management.

7 do appreciate all you have said and I can assure you I will do my utmost to continue as your Chairman, at any rate for 1983 and until this meeting next year . . .

'Ladies and gentlemen, I think that concludes our meeting. Thank you once again for coming.' The meeting ending, a number of governors remained in their seats to watch the showing of a lifeboat film.

* * * Next came a break for lunch, giving an opportunity for friends to meet and time for a look at the RNLI displays in the foyer or a call at one of the stands.

By early afternoon, to cheerful music played by the Royal Artillery Band, the growing numbers of lifeboat supporters began to move into the main auditorium of the Royal Festival Hall ready for the presentations of awards meeting. By three o'clock, when HRH The Duke of Kent was escorted to the platform by the Duke of Atholl, the hall was filled almost to capacity.

Everyone present was welcomed by the Chairman, the Duke of Atholl: 71 is indeed a great pleasure once again to see such a splendid attendance . . . I should like to start with the message that I gave to the governors of the Institution this morning: all parts of the lifeboat service are in good heart and we can look forward to the future with confidence, thanks to the achievements of last year . . .

'Later you will hear of some outstanding rescues for which medals for gallantry will be presented and the accounts of these rescues demonstrate vividly that our lifeboat crews, although volunteers, are thoroughly professional in the way that they approach their task. It is not enough just to be prepared to face storm and the awesome majesty of the sea; great skill is needed to handle the lifeboats and great experience is needed to read the seas and to know how to go about the job in hand. Every situation lifeboatmen face is different and last year they handled over 3,300 different situations; on average almost ten every day. Some relatively simple, others dangerous, complicated and lengthy, but the result of these missions was to bring the total number of people rescued by the RNLI since its foundation in 1824 to very nearly 109,000.' The Duke of Atholl spoke of the RNLFs fast afloat lifeboats and of the continual review and testing of new equipment which may help lifeboatmen in their work. He mentioned in particular the VHP direction finding equipment which, after extensive trials, is now being fitted in some classes of lifeboat.

He continued, 'Advanced electronic equipment has put into the Hfeboatman's hands the means of finding more quickly people in trouble whose exact position is not known.

Improved shelter for the crews, as well as the shorter time spent searching, reduces fatigue. All these factors greatly improve the chances of a successful rescue in the difficult circumstances in which lifeboatmen are accustomed to work. It must never be forgotten, however, that these very factors make new demands upon our crews; when the winds and seas are at their worst the lifeboalmen of today need all the stamina and courage associated with their forebears.' The RNLI's policy of trying to provide for every contingency, however unlikely it may seem, had been truly vindicated only in the previous month: 'Salcombe's 47ft Watson lifeboat was called out in gales gusting to force 11 and met two huge waves, the second of which capsized the boat. She was fitted with the emergency righting gear developed some years ago by RNLI technicians, she righted herself successfully, picked up a man who had been washed overboard by the first wave and returned to harbour under her own power. Her crew were uninjured, if a little wet, and there was only very minor damage to their lifeboat. In such seas anv vessel is in potential peril but it is the RNLl's continual concern to make sure that its lifeboats will come through any dangers they may meet.' Speaking of lifeboats to new designs, the Duke of Atholl told the assembled company with what enthusiasm the first three 33ft Brede lifeboats had been received at those stations in Argyll, Ayrshire and Cornwall where they had been introduced. He also spoke of the extensive trials which the first two prototype 47ft Tyne fast slipway lifeboats are undergoing—and of their cost: £430,000 each . . .

'It is gratifying, therefore, to be able to report a financial surplus for 1982 of more than half a million pounds. Congratulations are due to our fund raisers and heartfelt thanks to those of our friends, whether individuals or groups, who have helped us with substantial gifts.' The RNLI's need, however, is greater each year, the Duke explained, both in real terms and in pounds and the Institution was budgeting for an expenditure in 1983of£17m.

'The 1982 figures give some excellent pointers as to where this money can be found. Branches and guilds once again excelled themselves, beating all previous records and raising £4.2m. Trading and Shoreline figures were up, again largely due to branch and guild efforts.' Shoreline, said the Duke was well on the way to 100,000 members . . .

'. . . in fact, if everyone who received an RNLI Christmas card enrolled, we should do very well indeed; last year sales of cards increased by half a million to a staggering total of 3'/2 million.' Legacies, too, the Duke reported, continued the upward trend and brought in nearly £8 million for general and restricted purposes in 1982. It was very difficult to pinpoint what influenced individuals to remember the RNLI in their wills, but ...

'. . . the following true story may give encouragement to those of you who have spent a wet and windy day grappling with a tray of flags and a collecting box. One such collector was on the streets of a coastal town on a particularly inclement dav and because of the weather was selling very few flags. Nonetheless, the collector perservered and at the end of the day went home probably disappointed at the relatively small sum raised. What that collector never knew was that she had been watched by somebodv in a nearby house who was so impressed by this show of dedication to the RNLI that they revised their will to include a large legacy to the Institution. So the work of any one of us connected with the lifeboat service could lead to a legacy about which we might never know.' Collecting money takes a great deal of effort and so that money must be spent carefully and conscientiously. The Duke assured lifeboat supporters that the Committee of Management and the staff were always striving to keep costs down. It was not possible, however, to avoid some expenditure on fund raising and publicity would always be needed in some form. The Duke then quoted as an excellent example of publicity linked with fund raising the television appeal delivered by the Chairman of the Public Relations Committee on May 8; by the time of the annual meetings a substantial amount of money had already been received as a result of this appeal.

The Duke of Atholl concluded: 'Fund raising is a vital part of our Institution, providing the means for our voluntary lifeboatmen to use their ski/Is in their humanitarian task. Each section of the RNLI relies on the others—we are an independent body with interdependent members—and at the head of our organisation is our President, HRH The Duke of Kent . . . Our President has involved himself personally in all aspects of lifeboat work and it is therefore a particular pleasure to welcome him to our annual presentation of awards. Ma I now ask you, Sir. to move the resolution.' His Royal Highness The Duke of Kent then rose to speak.

'Thank you. Chairman, for your kind remarks. As I listened with great interest to the report that the Chairman has just given, I was reminded once again of just what a remarkable organisation our Institution is. I suppose if there is one overriding impression which strikes me during my, fortunately, quite frequent contacts with the RNLI, it is of vitality and enthusiasm; that here is a living organism, resting on great experience certainly, but acutelv alive to the needs of the present dav, and seeking always to find belter wa s of doing more in the future.

'This extraordinary vitality shows itself in so many ways, and it runs through every part of our lifeboat service. It is exemplified by the constant efforts to improve our equipment whether this means putting the latest in thinking in boat design in new types of lifeboats to meet specific conditions such as those you have just heard described bv the Chairman, or in harnessing the great advances in modern technology to give us belter communication and navigational aids, or in seeking better protective clothing and equipment for our crewmen. This technical programme can never stand still, for the demands of the service are steadily increasing and because our superb lifeboatmen, who are our most precious resource, deserve no less.

'Nowhere is the great spirit of our service more alive than among our lifeboat crewmen, whose cheerful dedication to the cause of saving life, even at the ultimate cost to themselves, deserves praise. Nor should one ever forget the wives and families of the crewmen, whose own role, even though out of the limelight, is in its wa , just as important.

'The record of our lifeboatmen's service in 1982 is proof enough of their constant readiness and vigilance, and in a few moments I shall be presenting medals to those among them who, in the past year, have performed services of outstanding gallantry. It is, incidentally, interesting to see that several of the medals being presented are for rescues achieved in D class and Atlantic 21 inflatable lifeboats.

In the 20 years that the RNLI has been using these smaller lifeboats they have proved themselves quite invaluable and have between them performed more than 26,000 services, in the course of which more than 11,000 people have been rescued.

'None of these vital and successful operations, however, would be possible without the unlimited resourcefulness and hard work of our fund raisers. A/though each year the size of the budget needed to run the service grows inexorably, the great band of willing and devoted helpers, all through the country, never fails to rise to the challenge, and by events of great ingenuilv and unlimited persistence thev gather in the pennies and the pounds which, added together, produce the considerable number of mi/lions now required to keep our service going. Our debt to all those branches and guilds, as they labour away to meet and often exceed their financial targets is quite incalculable.

'Sustaining and supervising the running of our Institution is our excellent professional staff, ably led by Rear Admiral Graham. I want to make special mention of them because the RNLI relies very heavily on their administrative and technical skills, as well as on their high standards of professionalism.

'Each year since I became President, it has been my very good fortune to visit a number of lifeboat stations, and indeed only three weeks ago I spent a very enjoyable day meeting lifeboat people in Cumbria and Lancashire. I always find those occasions not only thoroughly rewarding and interesting in themselves, but in addition they are quite inspirational, quite simply because of the sense that everyone, crew member, voluntary helper or guild member, is working for a common cause. There is this wonderful feeling, and one feels it at all stations, all the way round the coast, that all lifeboat people are part of a family, and a very special one it is.

'Today is the great occasion in the year when we, and the public also, are able to pay tribute to all the individuals who make up the RNLI. and in particular to make awards for conspicuous bravery to our lifeboatmen, and for long service and outstanding service to our voluntary helpers.

When I make the awards in a few minutes I hope you will listen carefully to the citations because these spell out, often in a very understated way, some quite astonishing achievements both in saving life and in helping to provide funds for this great cause.

'The spirit I referred to earlier of vitality and enthusiasm has fired this Institution since its earliest days, and from what I know and see of the Royal National Lifeboat Institution I have not the least doubt it is abroad among us still. It therefore gives me great pride and pleasure, as President, to move the resolution that this meeting, fully recognising the important services of the Royal National Lifeboat Institution in its national work of lifesaving, desires to record its hearty appreciation of the gallantry of the coxswains and crews of the Institution's lifeboats, and its deep obligation to the local committees, honorary secretaries and honorary treasurers of all station branches; to all other voluntary committees and supporters and to the honorary officers and thousands of voluntary members of the financial branches and the ladies' lifeboat guilds in the work of raising funds to maintain the service.' The Duke of Kent then presented the awards for gallantry: Helmsman Erie Ward, St Ives: bronze medal On the afternoon of April 8, 1982, St Ives D class inflatable lifeboat rescued the four crew of a sailing dinghy in a strong northerly breeze and rough, breaking seas. The dinghy had capsized in the surf on Hayle Bar and her crew were clinging to her. While approaching the casualty the lifeboat was taking on more water than her selfbailers could clear and when, within a minute of arrival, she had taken all four dinghy sailors on board, the water in the lifeboat was level with the top of her sponsons. As she tried to clear the casualty, the lifeboat's propeller was fouled by a halyard from the dinghy.

One crew member jumped overboard to hold the boat's bow head to sea and the other tried to keep her head up with an oar while the helmsman worked to clear the propeller; eventually the rope was cut and freed.

Helmsman Robert Fossett, Southendon- Sea: bronze medal On the afternoon of May 2, 1982, the relief Atlantic 21 rigid inflatable lifeboat on duty at Southend-on-Sea rescued the crew of two of MFV Mary which had broken down due west of Maplin Edge Buoy in a westerly gale and heavy confused seas. Wind was against tide.

On her approach to the fishing vessel, the Atlantic 21 was several times broached by the seas and laid over on her starboard sponson. Nevertheless, the lifeboat crew managed to snatch the two fishermen from Mary at the first attempt. The return passage was head to sea in heavy breaking waves and, as the lifeboat was pitching severely, the engines were throttled back until there was just enough speed to give steerage •way. Meanwhile, Sheerness 44ft Waveney lifeboat had launched to stand by and, with the weather deteriorating, it was decided to transfer the fishermen to her. When the two lifeboats rendezvoused the Atlantic was twice driven alongside the Waveney, one man being successfully transferred on each run in.

The Waveney then escorted the Atlantic back to Southend.

Helmsman Eric Ward, St Ives: bar to his bronze medal On the morning of July 15, 1982, St Ives D class inflatable lifeboat searched in a gentle breeze but through heavy breaking surf for the singlehanded skipper of the yacht Ladybird, aground off Whicker Point. The yacht was found to have no one on board but it was thought that someone might be in her liferaft, close inshore nearby. To reach the yacht and liferaft the helmsman anchored the lifeboat and veered her down into very broken water and among dangerous rocks. Three times during this operation the lifeboat was lifted on to a rock and on the second occasion the helmsman was almost washed over the port sponson, the boat nearly overturning. On the third occasion the propeller was damaged so that it had to be changed. When a naval helicopter had established that the liferaft was unoccupied and when St Ives 37ft Oakley lifeboat had arrived to continue the search for the missing man, the D class inflatable returned to station to fit a spare outboard engine.

She then returned to the search, but despite all efforts no one was found. Helmsman Edward Brown, New Brighton: bronze medal On the afternoon of August 29, 1982, New Brighton's Atlantic 21 rigid inflatable lifeboat rescued the crew of two and saved the yacht Ocea in a strong south-south-westerly breeze gusting to gale force and very rough seas. When first seen to be in difficulties, the yacht was just north of Great Burbo Bank, but by the time the Atlantic 21 reached her she had crossed the main channel and was heading towards very rough water on the shallows of Taylors Bank.

She was seen to broach in a large sea and gybe violently. The Atlantic 21 had to make two approaches before a crew member could jump on to Ocea to secure a towline. The yacht was not answering her helm so she was taken in tow by the Atlantic through the very rough seas to the mouth of the River Kibble where the tow was transferred tothe relief 46ft 9in Watson lifeboat on temporary duty at Lytham-St Anne's.

With considerable difficulty, the Atlantic transferred the two yachtsmen from Ocea to the Watson lifeboat and took off her own crew member before she herself returned to station escorted by Holylake's 37ft 6in Rother lifeboat.

Coxswain/Mechanic Hewitt Clark, Lerwick: bronze medal In the early hours of September 21, 1982, Lerwick's 52ft Arun Soldian rescued the crew of three of the yacht Hermes of Lune and saved the yacht which was dragging her anchor in a south-westerly storm gusting to hurricane force, rough seas and torrential rain. On reaching Northeast Mouth, Outer Skerries, Soldian found that the yacht was dragging towards rocks. Her owner/skipper asked that the lifeboat take off his two crew. Despite the rough weather and very restricted visibility in the heavy rain, Soldian was brought alongside and the two men were taken off. The lifeboat then stood by for the remainder of the night. With returning daylight the storm had eased to strong gale and the yacht's skipper asked the coxswain to run a line ashore from Hermes of Lune to hold her off dangerous rocks. This was accomplished using the lifeboat's inflatable dinghy manned by two crew members. The dinghy was put in the water where she would only have to travel down wind and sea to reach the yacht before taking the line ashore; the lifeboat was meanwhile taken down wind again ready to recover the dinghy and her crew. When the wind had eased to near gale, so that the yacht was no longer in danger, one of her crew was put back on board and the other taken to Lerwick in the lifeboat.

Coxswain Charles Hatcher, Blyth: bronze medal As Blyth's 44ft Waveney lifeboat William and Jane was about to sail for a rough weather exercise at 1825 on the evening of December 7, 1982, she was told that the fishing vessel Castle Cove was taking water 5 miles north north east of the Tyne. It was a dark, overcast evening with sleet showers. A southeasterly near gale was blowing, the sea was rough and there was a heavy swell.

Shortly after the lifeboat came up with Castle Cove, the fishing vessel's engines stopped. In deteriorating weather she was taken in tow to Tyne River but, just as permission was requested to enter, the casualty reported that she was sinking. The tow was slipped, the lifeboat circled round and came alongside the fishing boat's keel to rescue the fishermen (full report, page 225).

Coxswain Michael Berry, St Helier: bronze medal At 1333 on the afternoon of December 14, 1982 the Norwegian yacht Festina- Lente reported that her engine and steering gear had failed; she was a mile south of St Helier. A fresh to strong breeze was blowing from west south west and the sea was moderate to rough. The lifeboat set out at full speed and soon sighted the casualty which had been swept into a bottle neck among rocks. Another yacht had tried to follow her in to pass a towline, but she had nearly been swept on to the rocks herself. Six fishing vessels were standing by but were unable to help. The coxswain, realising there was no hope of towing the yacht clear, without hesitation drove the lifeboat into the heavily broken water, the two survivors leaped aboard and the lifeboat was driven out of the gully and back into open water stern first (full report, page 222).

Kenneth Lee, Harwich: bronze medal Barry Warner, Harwich: bronze medal Michael Wright, Harwich: bronze medal Thomas Wakelin, Harwich: bronze medal At 2251 on the night of December 19, 1982. the ferry European Gateway reported that she had been in collision with another ferry, Speedlink Vanguard, off Felixstowe; she had a heavy and increasing list. All available craft were alerted. A near gale gusting to gale force 8 was blowing from the south west and the seas were short and steep.

The Trinity House pilot vessel Valour managed to take off 28 people by driving her stern against one of the ferry's lifeboats, which acted as a bridge between the ship and the pilot boat, and then recovered three men from the sea.

Meanwhile another Trinity House pilot boat. Patrol, had arrived and a search was made among the floating debris for further survivors. Two men fell from European Gateway as she gave her final lurch and were picked up from the sea by Patrol. More people were taken off as Patrol pinned her bows between the rails and superstructure of European Gateway. In all Valour rescued 31 people and Patrol 17. Eighteen survivors were picked up by five tugs out of Harwich and Felixstowe (full report, page 223).

Helmsman R. Alan Forrester, Flint: bronze medal On the evening of February 26, 1983, a cabin cruiser was reported to be in difficulty one mile south east of Mostyn Dock, in the estuary of the River Dee.

Flint's D class inflatable lifeboat was taken to Mostyn by road and launched into the dock. It was cold and dark with a fresh to strong breeze blowing from north west and, as the lifeboat left the dock entrance she had to cross heavy, breaking and confused seas six to seven feet high. The cruiser was aground with an anchor out. The helmsman brought the lifeboat alongside and, as one of the cruiser's two crew had collapsed, the two lifeboat crew boarded the boat to carry the man off; with the two boats rising and falling awkwardly and waves breaking over them, it took ten minutes to take off the two survivors. The return passage was then made through the rough seas to Mostyn where the men were landed (full report, page 225).

Helmsman Keith Willacy, Morecambe: silver medal On the afternoon of October 17, 1982, Morecambe's D class inflatable lifeboat was launched to help a board sailor in difficulties in Half Moon Bay, off Heysham. A strong breeze rising to near gale was blowing from south by east and the sea was rough and confused with eight to nine feet waves. With waves breaking right over and filling the boat, the helmsman steered through a narrow channel towards the open bay and then started to search, keeping head to sea as much as possible. The board sailor was sighted 40 feet up on an old oil pier concrete dolphin, a quarter of a mile out to sea. The helmsman took the lifeboat close inshore to find enough shelter to turn the lifeboat and he then approached the dolphin crabwise, balancing the engine throttle against the force of the waves and keeping head to sea. On reaching the dolphin it was found that the sailboard, made fast to the access ladder, was obstructing the way down or up; the man was instructed to jump and was then picked up from the sea (full report, page 222).

Since the last annual presentation of awards meeting the Committee of Management has awarded one honorary life governorship, two bars to the gold badge and 27 gold badges to voluntary workers for long and distinguished service.

All but four of the recipients, Mrs Morris, Mrs Braid, Miss Black and Mr Jackson, were present to receive their awards from the Duke of Kent.

Honorary Life Governor Mrs V. M. Johnson A committee member of Bognor Regis branch from 1941 to 1950, assistant honorary secretary from 1950 to 1968 and honorary secretary since 1968; awarded silver badge 1963 and gold badge 1972. Mrs Johnson is a member of the RNLI Trading Selection Committee.

Bar to Gold Badge Miss G. L. McCarter Honorary secretary of Lurgan branch since 1948; awarded silver badge 1959 and gold badge 1971.

MrsN. U. Cavell Honorary secretary of Goodwin Sands and Downs ladies' guild from 1952 to 1972 and a committee member since 1972; awarded silver badge 1963 and gold badge 1973.

Gold Badge Mr N. U. Cavell Honorary secretary of Walmer station branch since 1958; awarded binoculars 1969 and Public Relations award 1976.

Mrs D. Eldridge Honorary treasurer of Portsmouth and Southsea ladies' guild from 1953 to 1971, vice-chairman and assistant honorary treasurer from 1972 to 1980, box secretary since 1975 and president since 1980; awarded silver badge 1966.

Mrs G. A. MacDonald Honorary secretary of Emsworth branch from 1945 to 1974 and chairman since 1974; awarded silver badge 1965.

MrsM. J. Hobbs Committee member of Horsham branch since 1958, flag day organiser from 1959 to 1961, honorarv secretary from 1961 to 1963, chairman from 1963 to 1970, honorarv secretarv and chairman from 1970 to 1973 and flag day organiser since 1973; awarded silver badge 1975.

Miss T. Woodbridge Honorary secretary of Hove branch since 1956; awarded silver badge 1967.

Captain C. C. Lowry, RN Honorary secretary of Appledore station branch from 1968 to 1970 and chairman since 1970; awarded silver badge 1974.

Mrs M. Morris Committee member of Clovelly ladies' guild since 1936 and honorarv secretary since 1953; awarded silver badge 1968 and framed letter of thanks 1974.

Mrs P. Sanderson Founder honorary secretary of Epping branch from 1960 to 1979 and chairman since 1979; awarded silver badge 1970.

Mrs B. Sanders Honorary secretary of Walsall and District branch from 1956 to 1965. Founder chairman of Walsall ladies' guild from 1965 to 1967, chairman from 1970 to 1971 and from 1976 to 1978 and a committee member since 1978; awarded silver badge 1966.

Mrs J. Hodgson Honorary secretary of Blackburn ladies' guild from 1957 to 1968. Committee member of Clitheroe ladies' guild from 1968 to 1970, honorary secretary from 1970 to 1976 and chairman since 1976; awarded silver badge 1968.

Mrs R. B. Kelley, JP Honorary secretary of Leyland branch since 1946 and honorary treasurer since 1961; awarded silver badge 1957, Mrs J. I. M. Butterworth Honorary treasurer of Harrogate ladies' guild since 1954 and chairman from 1971 to 1974; awarded silver badge 1966.

Mrs R. M. Balean Honorary secretary of Market Rasen ladies' guild since 1946. Founder president of Caistor ladies' guild since 1980; awarded silver badge 1956.

Mrs D. A. C. Willdigg Chairman of Coventry ladies' guild from 1963 to 1972 and president since 1972; awarded silver badge 1973.

Mrs A. H. Reidford Committee member of Hawarden branch since 1932, honorary secretary from 1937 to 1939, honorary treasurer from 1951 to 1974 and president from 1980; awarded silver badge 1966.

Mr D. G. Mottram Committee member of Rhyl station branch since 1959 and vice-president since 1970. Committee member of Rhvl guild since 1959, vice-president from 1961 to 1967 and chairman from 1967 to 1969; awarded statuette 1968.

Mrs I. Griffiths Founder vice-president of St David's ladies' guild from 1957 to 1980 and president since 1980; awarded silver badge 1965.

Mrs A. M. Braid President of Arbroath ladies' guild from 1964 to 1982; awarded silver badge 'l975.

Miss E. M. Black Committee member of Isle of Arran ladies' guild since 1949 and honorary secretary since 1961; awarded silver badge 1971.

MrsW. Milne Honorary treasurer of Kirriemuir ladies' guild 1953 to 1980. Honorary treasurer of Kirriemuir branch since 1980; awarded silver badge 1974.

Mrs M. R. FitzMaurice Honorarv secretary of Crosshaven 'branch since 1961; awarded silver badge 1972.

MrsB. S. Clark Committee member of Bray branch since 1968 and chairman since 1974.

Mr D. W. Ronan Committee member of Southend station branch since 1946; awarded statuette 1967.

Dr J. E. de Courcy Ireland, pho LI.D Honorary secretary of Dun Laoghaire station branch since 1957; awarded binoculars 1968.

Mr J. N. Wilkinson, DSC Honorary secretary of Howth station branch since 1958; awarded binoculars 1969.

Mr G. G. Jackson, QBE Vice-chairman of Mallaig station branch from 1966 to 1981 and chairman since 1982.

Captain J. Allan Honorary secretary of Stromness station branch since 1962; awarded barometer 1973.

A vote of hearty thanks to HRH The Duke of Kent was moved by Mrs Georgina Keen, a member of the Committee of Management before, the presentation of awards meeting being over, everyone adjourned to the foyer of the Roval Festival Hall for tea..