West Division Marooned on dolphin THE DLA of Morecambe lifeboat station was informed by Liverpool Coastguard at 1625 on Sunday October 17, 1982, that a board sailor was in difficulties in Half Moon Bay, near Heysham. Maroons were fired at 1628 and at 1635, with the help of local fishermen, the D class inflatable lifeboat was launched; she was manned by Helmsman Keith Willacy and Crew Members Terence Jolley and Robert Coyle.

The wind was south by east force 3 in the sheltered position of the launching site. The sea was calm with a slight swell. It was 4'/2 hours after high water and the tide was ebbing to the south west at about 3 knots. Visibility was good although the afternoon was overcast.

After launching, Helmsman Willacy headed west down Ring Hole Channel and into the Hollow. By radio, the Coastguard reported that the casualty was in Half Moon Bay, last seen drifting out to sea near the old oil pier dolphins, structures 80 feet in diameter showing about 40 feet above the sea at that state of the tide with access ladders set in their southern sides.

Once in the Hollow it became obvious that the weather was worse than it had appeared in the sheltered position of the launch site. Seas were breaking violently over the skeers. rocky outcrops leading out from the shore, and, before attempting passage through them, Helmsman Willacy reduced speed and ordered his crew to check that all equipment was stowed correctly.

Drawing on his extensive local knowledge, the helmsman took the inflatable lifeboat through a narrow lead in the skeers called Dallam Dyke, using the throttle skilfully to prevent broaching.

The seas were estimated to be five to six feet high with 20 feet between the crests and, with wind against tide, the seas were confused. The boat was filled with water and the crew had to move forward as far as possible to counteract its weight. The selfbailers were overwhelmed but the boat tended to clear herself over the transom when her bows were flung high on several of the seas.

Because of driving spray it had been impossible to assess the conditions in Half Moon Bay beyond the skeers, but once clear of Dallam Dyke the seas were found to be very high, confused and with frequent breaking crests. It was obvious now that the inflatable lifeboat could only search along her line of advance, keeping head to sea as much as possible.

Showing good commonsense, Helmsman Willacy informed Liverpool Coastguard that he would abandon the search once abeam of Heysham Harbour and take shelter there until the sea moderated.

He also asked that Fleetwood lifeboat be placed on standby. It was decided that Fleetwood lifeboat should launch immediately and the 44ft Waveney Lady of Lancashire slipped her moorings at 1700 under the command of Coxswain William Fairclough.

Morecambe's D class lifeboat had almost reached Heysham and her crew were just about to inform the Coastguard that they were taking shelter when Crew Member Jolley spotted the board sailor; he was high up, at the top of the northernmost of the two old oil dolphins, about a quarter of a mile abeam to seaward.

The wind was still south by east, but out of the shelter of Morecambe it was near gale, force 7. The seas, rough and confused, were eight to nine feet high and there were many breaking crests.

The tide was still ebbing to the south west, but at 4 knots now. Visibility was fair.

Before approaching the dolphins, Helmsman Willacy first took the lifeboat close in to Half Moon Bay to find a lee so that he could turn and run out to sea again. He could not head directly for the dolphins as that would have meant going across the sea and putting the boat at risk. The lifeboat was taken almost back to Dallam Dyke and then Helmsman Willacy, with great skill, turned back into the sea and worked the boat up towards the dolphins, balancing the sea and engine throttle so that the inflatable lifeboat progressed crabwise but kept her bow to the sea.

The surge around the dolphin was estimated to be eight to nine feet high.

The casualty had made his surfboard fast to the access ladder but, with the falling tide, it was now partly suspended by its mooring line blocking his way down to the sea and also obstructing any approach that the lifeboat might try. The man tried to let go the surfboard but found it impossible and retreated, exhausted, back up the ladder.

The lifeboat made four attempts to come alongside the ladder but the surfboard, hanging half in and half out of the water and sometimes scything clear of the water entirely, made an approach far too hazardous.

It was then indicated to the man that he should jump into the water and that the inflatable lifeboat would recover him from there. Helmsman Willacy allowed the boat to be knocked back down wind and the man jumped into the sea from about 12 feet up the ladder. He was quickly lifted into the lifeboat, which had to be held at half throttle to prevent her being thrown against the dolphin. It was now 1655.

Once the man, who seemed to be suffering from hypothermia, was aboard, Liverpool Coastguard was informed and an ambulance requested.

The crew lay across the casualty to give him some protection and the inflatable dinghy headed for Heysham Harbour.

Again the boat was full of water and she made slow progress into the relative shelter of the harbour breakwater, where the casualty was wrapped in a survival blanket and where also the selfbailers were able to clear the boat.

The board sailor was landed at Heysham and taken to hospital by ambulance; he was well enough to leave a few hours later.

The rescue had been completed by 1730 but the crew and a back-up crew organised by the DLA stripped the inflatable lifeboat of all equipment, hauled her up the harbour wall at Heysham and took her back to station on a special road trailer provided by the local police. The lifeboat was then reassembled and refuelled and she was once again ready for service by 1935.

Meanwhile, Fleetwood lifeboat was recalled when it was known that Morecambe D class lifeboat had reached Heysham safely and she was back on her moorings at 1718.

For this service the silver medal was awarded to Helmsman Keith Willacy and the thanks of the Institution inscribed on vellum were accorded to Crew Members Anthony Terence Jolley and Robert A. Coyle.

South West Division Yacht among rocks THE NORWEGIAN YACHT Festina-Lente reported by VHP radio at 1333 on Tuesday December 14, 1982, that her engine and steering gear had failed; she was one mile south of St Helier Harbour entrance.

The yacht Saida and the fishing vessel L'Oursin were close at hand and both immediately reported that they were going to the help of the yacht in difficulties.

The duty assistant harbour master, who is a deputy launching authority of St Helier lifeboat station, was informed at 1350 that Festina-Lente was drifting close to the rocks off Demie-de-Pas.

The crew assembled and at 1356 the 44ft Waveney relief lifeboat Faithful Forester, on temporary duty at St Helier, slipped her moorings and set out at full speed. Coxswain Michael Berry was in command.

A fresh to strong breeze, force 5 to 6, was blowing from west south west.

Visibility was good under an overcast sky. Clear of the harbour the sea was moderate to rough with eight feet high breaking waves. The neap tide was starting its third hour of flood. Festina-Lente was sighted very shortly after the lifeboat cleared St Helier's New Harbour. By VHP radio Coxswain Berry learned from the yacht Saida that she had tried to follow Festina-Lente into the rocks to pass a towline. but Saida had had to cast off the towline when she herself was almost carried on to the rocks. Six fishing vessels were lying off Tas de Pois, unable to help the casualty.

The combined effects of the westsouth- westerly breeze and the flood tide flowing at 1 to 2 knots had swept Festina-Lente into a bottleneck among the rocks which was strewn with isolated outcrops. The yacht had an anchor out but was lying across wind and tide and held on jagged rocks. With Acting Second Coxswain David Aubert indicating the position of rock heads, from the foredeck, Coxswain Berry drove the lifeboat into the area of heavily broken water without hesitation.

There was no hope of towing Festina-Lente clear so, swinging the lifeboat's starboard side to the yacht he told her two crew to leap aboard. He then executed a skilful withdrawal, stern first as there was not enough room to turn the lifeboat round.

Only five minutes elapsed between the time the lifeboat passed Tas de Pois heading for Festina-Lente and her return to deep water with the two survivors on board; they were landed into the care of the harbour master at 1422 and the lifeboat was back on her moorings and once again ready for service at 1430. The yacht was carried by the rising tide over the rocks upon which she had been caught; she was swept towards the shore and became a total wreck.

For this service the bronze medal was awarded to Coxswain Michael E. Berry and medal service certificates were presented to Crew Member David Aubert, acting second coxswain, Motor Mechanic Dennis J. Aubert, Emergency Mechanic David G. Mills, acting assistant mechanic, and Crew Members William Hibbs and John C. Gray.

South East and East Divisions Ferry collision HARWICH HARBOUR RADIO received a call at 2251 on Sunday December 19, 1982, from the outward bound roll-on roll-off ferry European Gateway reporting that she was in collision with the inward bound ferry Speedlink Vanguard in position 51°56.3'N, 1°23.3'E, near Cork Spit Buoy off Felixstowe. Immediate help was needed. The duty operations room officer immediately put into action the Harwich combined accident procedure, broadcasting on Channel 14 VHP for urgent assistance from all available craft and, as deputy launching authority of Harwich lifeboat station, calling out the lifeboat crew.

European Gateway, which was loaded with lorries, reported a heavy and increasing starboard list. Speedlink Vanguard, with a damaged bow, was hove-to to the north-east of the collision position and required no assistance.

It was a fine night but a near gale, force 7, gusting to gale force 8, was blowing from the south west. It was about three hours before high water and with the tide flowing south south west, against the wind, the seas were steep and heavy.

By 2300, Harwich's 44ft Waveney lifeboat John Fison, under the command of Coxswain/Mechanic Peter Burwood, and the tugs Sauria, Alfred and Ganges had set out from Harwich, while the dock tugs Gary Gray and Gray Delta had set out from Felixstowe. all at full speed.

The Trinity House pilot vessel Patrol, a 52ft Halmatic Arun hull powered by twin 600hp MAN engines giving a speed of 20'/2 knots, had also cleared her Harwich berth and was on her way at full speed with her standard crew of two men; she was under the command of Second Officer Michael Wright.

Meanwhile, at 2255, the Trinity House pilot vessel Valour, a 40ft Keith Nelson boat powered by twin Cummins engines giving a speed of 17 knots, with a crew of two, was approaching the inward bound ferry Dana Futura to ship a pilot. On hearing the call for help, the pilot was shipped and Valour, under the command of Petty Officer Coxswain Kenneth Lee, drove at full speed over the eight cables distance to the position of the collision.

Dana Futura, under advice of Trinity House Senior Pilot F. Martin, was taken within two cables (about 400 yards) east of European Gateway and, assuming the responsibility of 'on scene commander', was for the next three hours held in that position ready to take on board survivors picked up by the smaller rescue boats.

Valour reached European Gateway at 2303. Rounding the stern of the casualty, which was already heeled to 45 degrees, the Trinity House launch approached her midships section in way of her No 3 lifeboat where men could be seen holding on to athwartships rails.

The first attempt to come in bow first to the ship's lifeboat was unsuccessful be-cause of the strength of the cross tide.

Rounding to starboard Petty Officer Coxswain Lee tried the same manoeuvre a second time but once again it proved fruitless. So, instructing his crew member, Seaman Barry Warner, to leave the foredeck, he turned Valour short round and drove astern against the No 3 boat. Throughout this time European Gateway was heeling further to starboard; cargo and fittings were breaking loose within and on the ship and flotsam of all types fouled the water. At 2308 all the ferry's lights went out.

European Gateway's No 3 lifeboat was fully afloat but secured in her davits as the Trinity House vessel pinned her to the ferry's side; using this boat as a bridge, in about one minute 28 men scrambled aboard Valour over the launch's stern. Such was the number of people now on board the launch that her coxswain's vision was completely blocked. As he started to clear the ferry, European Gateway took a final lurch to settle aground on her starboard side, the movement causing three more people at the ship's No 1 lifeboat to fall into the sea.

Petty Officer Coxswain Lee expertly manoeuvred Valour stern first into the tide. He then operated his engines under the guidance of Seaman Warner who passed a lifebuoy and line to one of the people in the water and recovered him over the stern. The lifebuoy was then thrown to the other two men.

Because of the noise within the ship and the nearness of the overhanging superstructure.

Petty Officer Coxswain Lee withdrew Valour to a safe distance while Seaman Warner lay over the stern towing the two men; he then recovered them one at a time, helped by survivors already on board.

At slow speed in the heavy seas, Valour made for Dana Futura's starboard side where, at 2324, 30 survivors were transferred safely through the door on her lee side. Luckily the ferry was deeper laden than usual and the normal projecting fender (common to most ferries) was at the right height to allow a safe position alongside. The master of European Gateway, Captain H. H. McGibney, remained aboard Valour to help in the continuing search.

At 2310, just as Valour was about to clear European Gateway, the Trinity House pilot vessel Patrol arrived on scene. Her master. Second Officer Wright, had spoken with Valour on the outward passage and was fully aware of the situation facing him. All available lifebuoys and blankets had been made ready and the stern lift lowered to the water in readiness. The 'on scene commander' directed Patrol to investigate debris off European Gateway's port quarter, where large wooden boxes were floating. No survivors were found and in the breaking seas and swell one propeller was fouled; it was quickly cleared by rapid engine movement and Patrol's crew member. Seaman Thomas Wakelin, alerted Second Officer Wright to two men clinging high on the casualty's port quarter. Both men were thrown into the water as European Gateway gave a final lurch. Patrol was manoeuvred among the flotsam until Seaman Wakelin was able to throw a line to the first man; he was towed to the stern of the launch where both master and crew climbed on to the stern lift to drag him aboard. With no one at the helm, Patrol quickly broached to and, as she rolled heavily, the operation became very hazardous. With one man on board, the second man was found holding a piece of debris and the same operation repeated; neither of the pilot vessel's crew were wearing protective clothing and both were wet through by the time the two survivors were safely in the wheelhouse.

Patrol then made for the starboard (lee) side of European Gateway and a man was sighted high on the deck, clinging to the rails. Second Officer Wright approached the casualty fully aware that he was above submerged superstructure. The first attempt to reach the man failed because the tide carried the pilot vessel to port. Using more power, Second Officer Wright then drove Patrol against the athwartships rails while Seaman Wakelin released the man's hold on the rails and dragged him on to the pilot vessel's foredeck.

More survivors now appeared around the near horizontal side of the deckhouse and Patrol made a third approach, pinning her bows between the rails and superstructure to allow 14 men to scramble aboard. Throughout this operation the pilot vessel's crew were aware that the ship's No 6 lifeboat was directly overhead, jammed against her own davits with a likelihood of breaking adrift, and pieces of buoyant cargo kept surfacing around them.

After illuminating the area with her searchlight and finding no more crew, Second Officer Wright took Patrol clear and set course for Dana Futura to transfer the 17 survivors to her. It was now 0100 on Monday December 20. The 'on scene commander' asked Patrol to continue the search and one survivor, George Lawn, a lorry driver, volunteered to remain on the pilot vessel to help with the searchlight.

Lifeboats join search Harwich lifeboat arrived at 2328 and was asked by the 'on scene commander' to search down tide from European Gateway. Many empty lifejackets were recovered and, when the lifeboat was about three cables south west of the ferry, two men were sighted in the water, some 30 yards apart. Both were recovered at the waist of the lifeboat, with some difficulty in the steep seas.

They were found to be unconscious.

Crew members started mouth-to-mouth resuscitation in the warmth of the after cabin, but despite all efforts, neither man responded. Meanwhile, the lifeboat continued her search.

Walton and Frinton lifeboat, the 48ft 6in Oakley The Earl and Countess Howe, slipped her moorings at 2329 under the command of Coxswain Denis Finch and arrived on scene at midnight. She was asked to remain south of European Gateway searching the down tide area and collecting lifejackets. During the early morning an empty liferaft was found; the lifeboat towed it to Walton Backwaters and then refuelled before resuming the search.

At 0115 Harwich lifeboat rendezvoused with Patrol near European Gateway's stern where a suspended and partly inflated liferaft was being cut away. One body was recovered from the water by Patrol with the help of two lifeboatmen put aboard her to give additional manpower. Resuscitation efforts were made, but once again to no avail, and the body was transferred to the lifeboat; she landed all three bodies at Harwich, returning to the search area by 0150. The two lifeboatmen who had gone aboard Patrol now went to help on board the Trinity House pilot launch Vanguard which had joined the search fleet.

Throughout the time from 2350, the five tugs had been working on the weather side of European Gateway in heavy breaking seas. Although they are larger vessels than the Trinity House boats or lifeboats, with more crew, the operation was still hazardous. Sauria picked up two survivors and an upturned liferaft from the water. Alfred's master, Captain A. Taylor, put his tug's bow on to European Gateway's bottom and then, using a heaving line as a messenger, passed a 5in rope up to eight men still on board; on his instructions they made the rope fast then slid down it, one at a time, on to Alfred's bow.

The two dock tugs, Gary Gray and Gray Delta, had to transfer their survivors when both fouled their screws on the same trailing rope. On the return to Felixstowe they were towed together by the tug Ganges; during this passage the master of Gary Gray, Mr A. Lund, sustained head and rib injuries while trying to clear a foul towline.

In all, 18 survivors were taken off by the three tugs Sauria, Alfred and Ganges and the two dock tugs Gary Gray and Gray Delta. The men were landed at Felixstowe to waiting Police and ambulances.

By 0230 all but one of European's Gateway's complement of 69 had been accounted for. Helicopters from RAF Mansion and Coltishall, USAF Woodbridge and Koksijde in Belgium, which had begun arriving on scene from 0001, had made extensive searches and illuminated the area. The RAF Mansion winchman had walked the length of the upturned port side of the ferry but found no evidence of further survivors.

So, at 0230 all non search and rescue sea and air craft were released to return to normal duties.

At 0255 Harwich Harbour Authorities cancelled the combined accident procedure and progressively the SAR units were released. Harwich lifeboat returned to station at 0600; she was refuelled and once again ready for service by 0620. Walton and Frinton lifeboat remained in the search area until 0900, working with a USAF helicopter.

She then returned to station and was again ready for service at 0952.

There was still one man missing and the search for him was continued in the forenoon of December 20 by Aldeburgh and Southwold lifeboats. Aldeburgh's 37ft 6in Rother lifeboat James Cable launched at 1007 under the command of Coxswain William Burrell, BEM, and Southwold's Atlantic 21 rigid inflatable lifeboat was launched a few minutes later; she was manned by Helmsman Roger Trigg and Crew Members Jonathan Adnams, Steven Taylor and Philip Palmer. By this time the southwesterly wind had moderated to strong breeze, force 6, but it was still gusting up to gale force and the sea was moderate to rough. No sign was found of the missing man and the search was eventually called off at 1407. Southwold lifeboat returned to station at 1351 and Aldeburgh lifeboat at 1423.

For this service the bronze medal was awarded to Petty Officer Coxswain Kenneth V. Lee and Seaman Barry J.

Warner, the crew of the Trinity House pilot vessel Valour, and to Second Officer Michael A. Wright and Seaman Thomas E. Wakelin, the crew of the Trinity House pilot vessel Patrol.

Framed letters of thanks signed by the Duke of Atholl, chairman of the RNLI, were presented to George Lawn, the lorry driver who volunteered to remain with Patrol after himself being rescued, to Captain J. Lukes of the tug Sauria, Captain A. Taylor of the tug Alfred and Captain D. Webb of the tug Ganges and to Coxswain/Mechanic Peter Burwood of Harwich lifeboat and his crew: Second Coxswain Leslie Smith, Emergency Mechanic Robert Ramplin and Crew Members Peter Brand and Peter Dawson. In the absence of Rear Admiral W. J. Graham, director, letters of appreciation signed on his behalf by Cdr Brian Miles, deputy director, were sent to Captain H. H. McGibney, master of European Gateway, who remained aboard Valour to help in the search, to Mr C. Read of the dock tug Gray Delta and Mr A. Lund of the dock tug Gary Gray and to Coxswain Denis Finch of Walton and Frinton lifeboat and his crew: Second Coxswain Robert Kemp, Motor Mechanic James Berry, Assistant Mechanic Keith Richardson and Crew Members Brian Ward, Gary Edwards, Steven Moore and Trevor Halls.

East Division MFV sinks BLYTH LIFEBOAT station motor mechanic, John Scott, called up Tynemouth Coastguard at 1825 on Tuesday December 7, 1982, to tell them that the lifeboat would be sailing for a rough weather exercise. He was informed that the fishing vessel Castle Cove was taking water in a position five miles north north east of the Tyne. After consultation with the station honorary secretary by telephone, Blyth's 44ft Waveney lifeboat The William and Jane slipped her moorings at 1830 and set out on service under the command of Coxswain Charles Hatcher.

The evening was dark and overcast with sleet showers and a near gale, force 7, was blowing from the south east. It was two hours before high water. Passage was down the harbour into worsening weather and, approaching the entrance, speed had constantly to be adjusted to clear the heavy breaking seas. Course was set for the casualty but speed could be no more than three quarters in the rough head seas and heavy swell. Even so, the lifeboat was continuously being washed by the breaking seas.

Castle Cove was reached at 1900, still underway at dead slow speed towards the Tyne. As the lifeboat came close to her port side, the fishing vessel's engines finally stopped. Her crew of three did not want to abandon ship, so the lifeboat's tow rope was passed across by heaving line and made fast on the casualty.

The gale, still from the south east, was now gusting up to 38 knots, giving rough breaking seas of 15 to 20 feet and a heavy swell. Both the lifeboat and the fishing vessel were shipping continuous spray and occasional seas.

The tow towards the Tyne began at a quarter speed, but Castle Cove started to list and the tow was stopped. The fishermen still did not want to abandon their boat, however, so the tow was re-started at 1910 with the casualty wallowing with the weight of water in her.

The five-mile passage took an hour and ten minutes. At 2024, approaching Tyne Piers, the lifeboat called up the Harbour Authorities for permission to enter. She had just informed Castle Cove and received her acknowledgement when the fishing vessel called back to say she was sinking. The casualty slipped the tow which was retrieved aboard the lifeboat. The William and Jane circled to port and came alongside, starboard side to the keel of the fishing vessel which was now heeled right over to starboard. The three fishermen slid down the port side of the heavily rolling boat and were pulled aboard by the lifeboat crew. The time from slipping the tow retrieving the survivors was just three minutes.

The lifeboat stood by for a further five minutes as the fishing vessel sank some 500 yards north of Tyne North Pier. The fishermen were then landed at Tyne Fish Quay and the lifeboat returned to Blyth. She was re-moored and once again ready for service at 2145.

For this service the bronze medal was awarded to Coxswain Charles G.

Hatcher and medal service certificates were presented to Second Coxswain Thomas Moss, Motor Mechanic John C. Scott, Assistant Mechanic Dallas K.

Taylor, Emergency Mechanic Keith Barnard and Crew Member Ian Woodhouse.

West Division Rescued two FOLLOWING SEVERAL 999 CALLS from citizen band radio operators reporting a distress call from the cabin cruiser Heron II, Liverpool Coastguard informed the honorary secretary of Flint lifeboat station at 1945 on the evening of Saturday February 26, that the boat was in difficulties one mile south east of Mostyn Dock. The crew were assembled and the station's D class inflatable was towed on her trailer by road to Mostyn, about five or six miles from Flint down the estuary of the River Dee.

A fresh to strong breeze, force 5 to 6, was blowing from the north west and the sea was choppy in the shelter of Mostyn Dock. It was 2'/2 hours before high water and the tide was flooding into the estuary at about 4 knots.

Visibility was good.

On arrival, the lifeboat was left at the top of the slip while the crew and honorary secretary went out along the groyne which forms the entrance into the docks to make a visual search of the area. A white light was seen about l'/2 miles south east of the groyne and the honorary secretary fired a white parachute flare, not with any hope of illuminating the casualty, but rather to illicit some response. The casualty did respond, flashing a torch to indicate that she was in need of help and the honorary secretary decided to launch even though he was extremely concerned about the conditions; it was dark, cold and the sea state was near the limit for a D class inflatable lifeboat.

However, the lifeboat was launched into Mostyn Dock at 2005 manned by Helmsman Alan Forrester and Crew Members Denis Smith and Terence Jacklin.

After launching, Helmsman Forrester headed for the dock entrance where he encountered heavy breaking seas approaching on his port beam. These waves were six to seven feet high and the sea was confused because it was rebounding off the groyne. Helmsman Forrester showed great skill in negotiating this hazardous stretch. Once clear of the groyne the lifeboat headed south east, up river but down wind and tide, towards the casualty. At 2020 the lifeboat came up with the cabin cruiser, which was seen to be aground with an anchor out. Waves were breaking over her.

The wind was still north westerly but had strengthened to strong breeze, force 6. The seas were rough, six to seven feet high, and breaking because of the bank on which Heron II was aground. The tide was still flooding into the estuary at 4 knots.

It was evident that a tow would not be possible and so Helmsman Forrester decided to take off the crew of two".

Conditions were very tricky, but on the second attempt the lifeboat was brought alongside in the lee of the casualty. One of the cabin cruiser's crew could be seen collapsed on the deck so Crew Members Jacklin and Smith both boarded the boat to carry this man off. Survivor's lifejackets were "put on both men and they were wrapped in survival sheets.

Throughout this operation, which lasted about ten minutes, waves were breaking over the cabin cruiser and the lifeboat and both boats were rising and falling awkwardly. An ambulance was requested to meet the lifeboat at Mostyn Dock and then she started the return passage.

Helmsman Forrester had decided to return to Mostyn, heading into the seas, because his only alternative recovery point, down sea, was Connah's Quay, which was a further six or seven miles up river and he wanted to land the man who had collapsed as quickly as possible.

Crew Member Smith lay across this man to hold him into the inflatable lifeboat as she headed into waves six feet high. The waves were breaking into the boat and the selfbailers had to be kept open to clear the water.

The most dangerous part of the return passage was when the lifeboat had to cross the seas, through six to seven foot waves, to enter Mostyn Dock. Once again Helmsman Forrester exhibited great skill negotiating this stretch; it took ten minutes to cover a distance of 300 yards.

The two survivors were landed at 2050 and first aid was administered until an ambulance arrived. The man who had collapsed was taken to hospital, but he was released the following morning.

The other man was driven to his car.

Flint D class inflatable lifeboat was recovered, returned to station by road and was once again ready for service by 2230. Heron II was assumed to have sunk when her riding light went out half an hour after the rescue.

For this service the bronze medal was awarded to Helmsman Robert Alan Forrester and framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Crew Member Denis J. Smith and Terence H. Jacklin.

South East Division Rolled over ON TUESDAY EVENING, August 24, 1982, at 1938, Mudeford station honorary secretary and a lifeboatman, John Batchelor, sighted a red flare 2l/2 miles south west of the lifeboat station off Hengistbury Head. Maroons were fired and at 1941 Mudeford's D class Mark IV Zodiac inflatable lifeboat was launched manned by Helmsman John Batchelor and Crew Members Julian Derham and John Garton. A strong breeze, force 6, was blowing from the south west which, combined with a strong ebb tide, had given rise to a short rough sea.

The lifeboat reached the casualty, an 18ft sailing boat within minutes. She found that the boat had been swamped by one large wave and then rolled over by another in the overfalls off Hengistbury Head. The lifeboat picked up the casualty's three crew from the water and then managed to tow the boat back to Mudeford. The lifeboat was rehoused and ready for service at 2024.

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

Graham, director of the Institution, was sent to Helmsman John M. Batchelor and Crew Members Julian P. Derham and John F. Garton.

Scotland South Division Swim to yacht A YACHT AGROUND on rocks in the vicinity of Beckermet, about six miles south of St Bees, was reported to the honorary secretary of St Bees lifeboat station by Liverpool Coastguard at 0400 on Sunday August 29, 1982. It was an overcast morning and there was a near gale, force 7, blowing from north north east; the sea was rough and immediate help was needed.

The D class inflatable lifeboat was towed to Nethertown Beach, accompanied by the honorary secretary, deputy launching authority and crew members and a search along the shore started.

Meanwhile, at 0500 Workington lifeboat station's 47ft Watson lifeboat Francis W. Wotherspoon of Paisley slipped her moorings and set out under the command of Coxswain Albert Brown to stand by.

The yacht, Ruffian, was soon sighted from the beach by the light of parachute flares. She was stranded on a rocky outcrop about 200 yards from the shore and she was being pounded by heavy seas. In view of the near gale and rough seas. St Bees D class inflatable lifeboat was launched about 300 yards further north along the beach, in relatively sheltered water, manned by Helmsman Jack Southam and Crew Member Bill Forbes. As she set out, at 0528, those watching from the shore could see that the yacht would not last much longer; there were two men and a boy on board. Crew Members Ian McDowell and Malcolm Reid Jnr, both dressed in wet suits and both first class swimmers, volunteered to swim out to the yacht.

At first the honorary secretary thought that, as the yacht's crew were relatively safe on board, it would be better to await the arrival of the Coastguard rescue team. Then, by the light of their second last parachute flare, the people on shore saw a huge sea hit the yacht, throwing her on her beam ends.

The honorary secretary told the two crew members, Ian McDowell and Malcolm Reid Jnr, to don their lifejackets and ignite their lifejacket safety lights and he then gave consent for them to enter the sea. Their progress was watched by the light of a hand-held spotlight until they were lost from view in the rough seas. The last parachute flare was fired and the shore party was relieved to see the two lifeboatmen returning with the three people from the yacht, one of whom appeared to be in some distress.

The honorary secretary and remaining crew ran into the surf to help bring the survivors ashore. The boy was found to be suffering from exposure but fortunately he was not injured; he was wrapped in a jacket and carried up to the Coastguard mobile, which had now arrived. The two men and the boy were taken immediately to hospital.

St Bees D class lifeboat returned to her launching position and was recovered on to her trailer; she was back on station, once again ready for service by 0830. Workington Watson lifeboat was back on her moorings by 0620.

The 22ft yacht Ruffian, which had been on passage from West Kirby to Castletown, broke up on the rocks.

For this service, framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Crew Members Ian McDowell and Malcolm Reid Jnr of St Bees, and a letter signed by Rear Admiral W. J.

Graham, director, expressing the RNLI's appreciation to everyone at St Bees who had taken part in the rescue, was sent to Captain L. Goldwater, the station honorary secretary.

Ireland Division Fishing vessel founders THE FRENCH FISHING VESSEL Cite d'Aleth, in distress, was reported to the honorary secretary of Rosslare Harbour lifeboat station by MRCC Shannon at 0634 on Wednesday January 12. At first it was reported that Cite d'Aleth, her propeller fouled by a net, was six miles from Tuskar Rock Lighthouse; her bearing from the lighthouse, however, was not known. A later message said that the fishing vessel's bottom was fouled by nets and it was feared she had foundered. A gale, force 8, gusting to strong gale, force 9, was blowing from the south south west and the seas were very high. It was about two hours after high water.

Rosslare Harbour's 48ft 6in Solent lifeboat George Urie Scott, slipped her moorings at 0655 and set out on service under the command of Coxswain William Stafford. Leaving harbour she headed south west towards Tuskar Rock, some six miles distant, and started searching almost immediately.

All ships in the area were asked to help, as there was a very large area to search, and air cover was requested.

When MV Nosira Lin of London arrived her master agreed to act as 'on scene commander'. During the day a large numbers of ships and three Irish Air Corps helicopters joined the search.

At 1051 Rosslare lifeboat recovered a body from a perry buoy in the sea 3'/2 miles east of Tuskar Rock Lighthouse.

At 1510 the lifeboat requested permission to leave the search area for long enough to return to Rosslare Harbour to land the body, refuel and get dry clothes for the crew. She returned to sea having made two crew changes and taken on board two extra lifeboatmen.

Nosira Lin handed over command of the search to the Irish Naval vessel LE Grainne at 1700. At the same time the three Air Corps helicopters returned to base and a Sea King helicopter from RAF Brawdy joined the search; after an hour, however, this helicopter also returned to base because of poor visibility on this January evening. The lifeboat continued to search the area with a smaller number of ships until 2300 when she was recalled; returning to Rosslare soon after midnight, she was refuelled and back on her moorings at 0100 on Thursday January 13. The master of Nosira Lin passed on to the honorary secretary of Rosslare Harbour his great admiration for the work of Coxswain Stafford and his crew. The French Consul in Ireland visited the lifeboat station during the service to thank the crew for their efforts and, the following day, the Junior Minister for Fisheries spent an hour with the crew at Rosslare and thanked them on behalf of the Irish Government.

When, at 1100 on Thursday January 13, Arklow's 42ft Watson lifeboat William Taylor of Oldham launched on exercise, Coxswain Michael O'Brien asked if, as part of the exercise, they could search an area south east of Cahore Point as it was possible that a liferaft from Cite d'Aleth might have been carried that way by the south to south west winds. Cahore Point is some 20 miles north of Tuskar Rock. The honorary secretary agreed and the decision was welcomed by MRCC Shannon.

Arklow lifeboat searched throughout the remaining daylight hours, but without success, and finally returned to station at 1715.

Despite all the efforts made, no trace was found of the other fishermen from Cite d'Aleth.

For this service a letter signed by Rear Admiral W. J. Graham, the director, expressing the Institution's appreciation to Coxswain William Stafford and his crew was sent to Rosslare Harbour station honorary secretary, Mr B. J. Miller.

South East Division Tow by tug IN VERY BAD WEATHER on the evening of Thursday December 9, 1982, the 500 ton coaster MV Andoni suffered engine failure and anchored 2Vz miles south of Shoreham Harbour. She was seen by Coxswain Kenneth Everard of Shoreham Harbour lifeboat and reported to Shoreham Coastguard. The Coastguard could not make contact with Andoni by radio but a visual watch was kept.

At 2100 Andoni was seen to be drifting eastwards. Five minutes later the Coastguard made VHP radio contact with her, and the coaster asked for immediate tug assistance. The Newhaven tug Meeching was alerted and also Newhaven lifeboat.

Newhaven's 44ft Waveney lifeboat Louis Marchesi of Round Table slipped her moorings at 2110 and left harbour under the command of Coxswain/ Mechanic Leonard Patten. By now Andoni was six miles west of Newhaven and l'/2 miles south of the Palace Pier, Brighton. A south-westerly strong gale, force 9, was gusting up to violent storm force 11, with severe rain squalls. It was about 23/4 hours after high water, so, with wind against tide, the seas were very rough and confused with 10 to 15 feet waves. Shoreham's 37ft 6in Rother lifeboat The Davys Family was launched at 2136 under the command of Coxswain Everard and rendezvoused with Newhaven lifeboat at 2210 to stand by. The tug Meeching, under the command of her master, Robert Domin, arrived at 2236; she tried several times to pass a tow to Andoni by rocket line, but without success.

As the coaster was now only l'/2 miles south of Ovingdean and in danger of going ashore, the master of Meeching manoeuvred close under her bows to pass the tow by heaving line. During this operation Meeching was struck several times by the casualty. The tow was passed but unfortunately, when the weight was taken up, Meeching's tow hook broke. The whole operation was then repeated using a towing bridle.

The tow was finally connected at 2358 by which time Andoni was dangerously close to going ashore at Old Nore, a mile west of Newhaven.

While standing by in the very rough seas, one of Shoreham lifeboat crew fell and sustained a head injury. At 0036 on Friday December 10 Shoreham lifeboat headed for Newhaven where an ambulance was waiting for her injured crew member. After he and another lifeboatman had been landed and three more of her crew members had been taken on board, Shoreham lifeboat returned to sea to stand by.

By 0155 Meeching, with Andoni in tow, was in safe water three miles offshore and the two lifeboats were stood down. Newhaven lifeboat was back on her moorings at 0231 and Shoreham lifeboat was back on station and rehoused by 0455.

Meeching kept Andoni in tow all night until 0810, when Newhaven lifeboat once again put to sea to escort the tug and casualty into Newhaven Harbour.

At 0910 Andoni was berthed alongside and at 0935 the lifeboat was on station and ready for service.

Later that day Coxswain Everard of Shoreham wrote to Captain A. S. Flint of the Port Offices, Newhaven, to express the admiration of himself and his crew to the master and crew of Meeching on their courage and tenacity in establishing the tow between the tug and Andoni. He wrote: 'The lifeboat radar positioned the ship seven cables from the cliffs with the sounder showing an average depth of six fathoms - not the best places with an onshore wind gusting eleven!' For this service a letter of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, was sent to Robert K. Domin, master of the tug Meeching, and his crew. Letters of appreciation signed by Cdr Bruce Cairns, chief of operations, were sent to Coxswain/Mechanic Leonard Patten and his crew of Newhaven and Coxswain Kenneth Everard and his crew of Shoreham.

Scotland South Division DF bearing OBAN COASTGUARD reported to the deputy launching authority of Islay lifeboat station at 0216 on Wednesday February 16 that the fishing vessel Girl Norma had broken down to the west of Jura.

The night was dark and overcast, but winds were light and the sea calm.

Islay's 50ft Thames lifeboat Helmut Schroder of Dunlossit slipped her moorings at 0240 and set out under the command of Coxswain Donald Boardman.

The lifeboat made radio contact with Girl Norma who gave her position as 7'/2 miles north east of Rhuvaal Lighthouse.

When, however, nothing was found at this position, Islay lifeboat asked the fishing vessel to transmit on channel 16 VHP. A DF bearing was taken which showed that the casualty was in fact 6 miles east north east of the position she had given. On coming up with her, the lifeboat passed a tow to Girl Norma and suggested that, while under tow, she should engage her forward gear, the manoeuvre worked; the fishing vessel's engine started, the tow was cast off and she resumed fishing while the lifeboat returned to station, arriving at 0525..