Long hours at sea THE CARGO VESSEL Gladonla, broken down and drifting 34 miles east of Lowestoft, was reported to the honorary secretary of Great Yarmouth and Gorleston lifeboat station by Yarmouth Coastguard at 0850 on Tuesday January 3, 1984. A tug had already set out from Lowestoft but had had to return with mechanical problems; in view of the deteriorating weather, it was agreed that the lifeboat should launch immediately.

Although the day was fine and clear, with good visibility, the south-south-westerly wind was already gale force 8.

It was 20 minutes before high water when, at 0910, the 44ft Waveney relief lifeboat 44-001, on temporary duty at Great Yarmouth and Gorleston, slipped her moorings under the command of Coxswain/Mechanic Richard Hawkins.

She had cleared harbour by 0915 and, after passing West Corton Buoy, she headed east by south towards Gladonia, 38 miles away.

Once clear of the sands the full weight of the sea began to be felt and the south-south-westerly gale was nowgusting to force 9. Despite the seas driving in just abaft her starboard beam and causing her to roll heavily, the lifeboat maintained full speed. Twice during the passage she was thrown over about 80 degrees to port but each time she recovered and went on her way.

Gladonia was sighted five miles ahead at 1216 and, reaching her at 1240, the lifeboat told the cargo vessel, which was lying with her bows north north west and rolling well over, that she would stand by. The wind, which had gone round to south west, had risen to storm force 10, giving a very rough breaking sea and a short heavy swell.

At 1320 the rig support vessel Mercia Service arrived and by 1540 she had managed to put a towline aboard Gladonia.

The lifeboat, which had kept close station while the towline was passed, escorted both vessels as the tow was started on a south-westerly course.

Throughout this period the lifeboat had been unable to communicate direct with shore stations because of her distance offshore; radio messages had had to be relayed through Smiths Knoll Lightvessel.

Very little headway was made over the next six hours, the distance made good only being about six miles. At 2130 the tow parted and arrangements were made for a Dutch tug to take over.

As Mercia Service was going to stand by, it was agreed that the lifeboat, which would need to be refuelled, should be released. On her return passage, started at 2235, she had to head into very rough seas driven before the gales, which had now gone round to the west. It took five hours to cover the 44 miles to station and when the lifeboat entered Great Yarmouth Harbour at 0330 on Wednesday January 4 she had been on service for more than 18 hours.

After refuelling, she was once again ready for service by 0350.

Meanwhile, the master of Gladonia had asked that a lifeboat should be standing by at the time when the tow was to be reconnected on the following morning, so, at 2255 on January 3, the Coastguard had requested the launch of Harwich lifeboat. The crew were alerted, and at 2335 the 44ft Waveney lifeboat John Fison slipped her moorings and set out under the command of Second Coxswain Leslie Smith. The wind, still going round, was now north west but had eased to strong breeze, force 6, gusting to near gale, force 7.

The tide was ebbing to the north and the seas were heavy.

Before leaving the shelter of the harbour, Acting Coxswain Smith and Emergency Mechanic Robert Ramplin, acting motor mechanic, discussed the likely duration of the service and agreed that, as the tug was not expected to arrive until daylight on Wednesday, January 4, the lifeboat's speed on her way out to Gladonia should be reduced to conserve fuel.

Once clear of harbour, at 2355, an east-north-easterly course was set for the NHR-N Buoy because the disabled cargo vessel was reported to be drifting south east. As the lifeboat lost the lee from the Suffolk coast she began to roll and pitch in the heavy sea and swell coming in on her port quarter; at times, as she slid away from these near following seas, she was laid over to starboard but she had enough power in hand for Acting Coxswain Smith to be able toincrease speed as required to make the passage slightly more comfortable. Lifelines had been rigged and all the crew were in the wheelhouse except for Crew Member David Gilders, who manned the navigational equipment throughout.

The Decca Navigator was used to the full, the lifeboat reporting her position regularly to Thames Coastguard by VHP radio until 0300, when MF radio became the only means of communication with the shore.

At 0330 Harwich lifeboat was told that the tug Indusbank had arrived on scene but that no attempt to take up the tow would be made until daylight.

When within ten miles of Gladonia's position, VHF/DF was used to confirm the course to steer; little alteration of course was necessary and, when within three miles, radar confirmed the cargo vessel's position, 52 miles east of Southwold.

Gladonia was reached at 0535 and the lifeboat stood by half a cable from the heavily rolling vessel. The north-westerly wind was still near gale, force 7, but with the engines slow ahead the motion of the lifeboat was eased and her crew took refreshment for the first time since leaving Harwich.

At 0700, in a fine display of close quarters seamanship, Indusbank passed a tow to Gladonia at the first attempt, it was secured and both vessels set course to the west. Harwich lifeboat remained in close company until, at 0845, the cargo vessel's master agreed that no further help was needed. The lifeboat then headed south west by west for the Outer Gabbard Lightvessel and the long passage home began with heavy seas coming in on the starboard bow; the honorary secretary was informed that the fuel had been checked, that allwas well and that the ETA at Harwich was 1600.

The lifeboat was driven at the best speed to reduce the violent pitching and ease the strain on boat and crew.

Regular positions were once again passed to Thames Coastguard, first by MF radio and then, as she approached nearer the shore, by VHP. The lifeboat entered Harwich Harbour at 1600, after nearly 17 hours at sea, and was back on her moorings, once again refuelled and ready for service, at 1730.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were sent to Coxswain/Mechanic Richard Hawkins of Great Yarmouth and Gorleston and his crew, Second Coxswain Michael Brown, Assistant Mechanic Paul H.

Carter, Emergency Mechanic Leander Wells and Crew Members John Baker and Colin May; and to Second Coxswain Leslie G. Smith, acting coxswain, of Harwich and his crew, Emergency Mechanic Robert A. Ramplin, acting motor mechanic, and Crew Members Peter E. Brand, David B. Gilders, Ernest Clifton and John Teatheredge..