Long tow FORTH COASTGUARD informed the honorary secretary of Eyemouth lifeboat station at about 1235 on Friday March 25, 1983, that MFV Hatdiffe had broken down and was anchored 4V2 miles north east of St Abbs Head, seven miles north north east of the station. With a fresh north-north-westerly breeze, force 5, she was in no immediate danger and another motor fishing vessel, Heather Joy, was making for her.

The wind was freshening all the time, however, so Shore Second Coxswain/ Mechanic James Tarvit was asked to stand by the telephone at the lifeboat station. At about 1319 Forth Coastguard told the honorary secretary that the skipper of Hatdiffe was now getting very concerned for her safety in the worsening weather and asked that the lifeboat should launch. The maroons were fired and the 44ft Waveney relief lifeboat Wavy Line, on temporary duty at Eyemouth, slipped her moorings at 1325 under the command of Coxswain Alexander Dougal.

By now the wind had gone round to north north east and had risen to gale force 8, gusting to strong gale, force 9.

The sea was very rough.

Full speed was maintained until the comparative shelter of St Abbs Head was lost, when the lifeboat had tothrottle back because of severe pounding.

Hatdiffe was sighted at about 1350 with Heather Joy trying to pass a towline to her. Five minutes later the lifeboat reached the two vessels and stood by while Heather Joy made several more attempts to get the towline aboard Hatdiffe, but without success.

Hatdiffe was now adrift and her skipper asked if the lifeboat would try to take her in tow. Wavy Line approached, passed her heavy nylon tow rope at the first attempt, and learned that the fishing vessel's engine starter motor had burnt out; it was hoped that the engine could be started by engaging ahead gear while under tow, but the propeller shaft would not turn.

The tide had been ebbing for three hours. The casualty's draught was more than nine feet and, with the heavy swell which was building up, it was decided that Eyemouth Roadstead would be too dangerous to approach. A message from the St Abbs MFV Favourite said that at that time it might be possible to enter St Abbs Harbour, so, after lengthening the tow rope to ease the strain, a course was set for St Abbs.

The lifeboat and her tow were approaching St Abbs, about half an hour later, when another message was received from Favourite to say that the conditions at the harbour entrance were now getting very bad and the water was ebbing away fast. St Abbs Harbour was therefore abandoned, and after some discussion it was decided not to try to enter any harbour until the next tide.

When the wind is north to north east Burnmouth, south of Eyemouth, is the safest harbour to enter, but the entrance is very restricted with very limited room between the rocks at its approaches for a vessel under tow.

Coxswain Dougal decided, therefore, to run down further south for Berwickupon- Tweed, to see what conditions were like there.

After a long and arduous tow the lifeboat and Hatdiffe were off Berwick at about 1830. It was obvious that the swell was even worse here; William Shearer, a senior member of Berwickupon- Tweed lifeboat crew, reported that the swell was very heavy at the harbour entrance and advised that Eyemouth lifeboat should not try to enter with her tow. A message came at about the same time that Eyemouth Harbour was now closed because of the very rough conditions. The weather forecast was for north-north-easterly gales gusting to storm force 10, decreasing later to force 5 to 6.

There were three options left: to make for Burnmouth, to tow the casualty all night until the weather improved or to make for the Firth of Forth in the teeth of the gale. All three options were fully discussed and it was decided to make for Burnmouth.

Darkness now added to the problem.

Both boats had to be brought round to head north again, and at times both ofthem were knocked over on to their beam ends. Slow progress was made north through wind and tide, arriving off Burnmouth at 2035. Then the towline parted. It took the combined efforts of the lifeboat crew to haul the very long towline aboard and keep her propellers clear. Once the line had, with difficulty, been brought in, the lifeboat, with skilful handling, was brought close to the casualty and the towline passed again.

A message was then received from the Coastguard mobile, which had arrived at Burnmouth, that although conditions there had improved, no approach should be attempted until after 2100 because of lack of water. The lifeboat reported that she would not arrive on the leading lights until after that time and asked that the Coastguard should stand by on Burnmouth Pier end to help, if necessary, to check the casualty into harbour.

Burnmouth leading lights were in transit at 2105. Hatcliffe's skipper was told what manoeuvres would be made and the crew of the lifeboat, under the leadership of Shore Second Coxswain/ Mechanic Tarvit, got ready to shorten the towline as quickly as possible to prevent the fishing vessel blowing down on to the rocks; the approach to harbour was then begun. Coxswain Dougal kept both boats slightly to the north of the lights as the wind tried to drive them south. When about a quarter of a mile from the entrance, where the sea was not so rough, Coxswain Dougal ordered the towline to be shortened; as the crew hauled it in, the lifeboat came astern and in about 30 seconds she had taken the weight of the casualty again and they were under way once more. This manoeuvre was repeated right at the harbour entrance and the lifeboat managed without assistance to bring the fishing vessel into harbour at 2115.

Hatcliffe immediately grounded in the outer basin. The towrope was passed to the coastguards on the pier who hauled her to the quayside as the tide filled.

The lifeboat was moored in the outer basin.

Because of the bad weather it was decided that the lifeboat should remain at Burnmouth overnight and that, because the outer basin is not a good place in which to lie when the swell makes, she should be moved to the inner basin.

As she was being manoeuvred a rope caught in her port propeller, so she was moored where the bottom would dry at low water. The crew were then taken back to Eyemouth, arriving at 2230, but Coxswain Dougal, Shore Second Coxswain/ Mechanic Tarvit, Assistant Mechanic James Dougal and Fleet Mechanic Cameron Waugh, who volunteered to help, returned at 0500 the next morning, when the tide was low, and freed the propeller. Although one blade was slightly damaged, Wavy Line had returned to station by 1140 and was refuelled and once again ready for service at 1145.For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Coxswain Alexander W.

Dougal and his crew: Second Coxswain John Aitchison, Shore Second Coxswain/ Mechanic James Tarvit, Assistant Mechanic James Dougal and Crew Members Andrew Redden, John Buchan, John Purves and Ian Dougal..