West Division Carried off shore LIVERPOOL COASTGUARD informed the honorary secretary of Fleetwood lifeboat station at 1749 on Friday March 23, 1984, that a board sailor was in trouble a short distance from the shore opposite Rossall Hospital. Maroons were fired at 1752 and at 1800 the station's D class inflatable lifeboat was launched; Second Coxswain Stephen Musgrave was at the helm, with Barrie Farmer and David Owen as crew, and the lifeboat was driven at full speed towards the west-south-westerly inshore passage to Rossall Point known as The Neckings.

A near gale, force 7, was blowing from south south east and the sea at the launching position, well sheltered from the prevailing wind, was slight. It was 2V2 hours after high water.

On the falling tide, the depth of water in The Neckings was decreasing rapidly but Second Coxswain Musgrave was confident that this passage, close inshore, could still be negotiated. As the western end was approached the sea became rougher and speed had to be reduced. Off Rossall Point the seas were breaking and they were estimated to be some six to eight feet high.

Rounding the point, course was altered south towards the reported position of the casualty. With the weather deteriorating, the south-south-easterly wind had increased to gale force 8, with eight foot seas and a moderate to heavy swell, and the inflatable lifeboat was now experiencing the full force of wind and sea.

Throughout the passage south from Rossall Point the lifeboat was being buffeted by rough seas. The heavy spray thrown up together with the rise and fall of the swell and sea meant that visibility from the low vantage point of an inflatable boat was poor. Using his skill and experience and with judicious use of the engine, Second Coxswain Musgrave brought the lifeboat to the reported position of the casualty, arriving at about 1815.

Close radio contact was being maintained with the Coastguard mobile on the beach which was trying to keep the sailboard under observation. The lifeboat was just asking for further directions when she was lifted up on a high crest and her crew caught sight of the sailboard some 50 yards further out to sea and about three quarters of a mile off shore.

The man was sitting astride his board, which was being taken rapidly out to sea by the wind and tide. He had already jettisoned his mast and sail. As there would be serious risk of damaging the inflatable lifeboat if an attempt was made to take the man off the sailboard, Second Coxswain Musgrave told him to slip into the water, pushing clear of his board. This the man did and, as the lifeboat came alongside, he was quickly pulled on board.

The board sailor was wearing a dry suit and a buoyancy aid and, for additional safety, he was helped into a survivor's lifejacket. The board was then recovered, at the first attempt, and lashed to the top of the sponson.

Because the sailor was well clad and fit, Second Coxswain Musgrave decided that trying to beach the lifeboat at Rossall Hospital was an unnecessary risk; it would be better to go straight back to station.

The Coastguard mobile reported that, with the falling tide and rough water, The Neckings was no longer navigable, so Second Coxswain Musgrave headed north for Kings Scar Buoy. The inflatable lifeboat, half full of water and with an extra person on board, was sluggish, and the seas were too rough for her to be driven at full power so that she could drain off the water through her self bailer. Slow progress was made, however, with the helmsman once again having to use all his skill to control his heavy craft in the rough seas.

Once round Kings Scar Buoy and turned on to an east-north-easterly course, some respite was afforded by the lee of the North Wharf sandbanks.

Entering the main channel, and turning south south east for home, speed could be increased and the majority of the water was drained from the boat.

At 1920 the inflatable lifeboat arrived back at station, where the board sailor and his board were landed. The lifeboat was rehoused and once again ready for service at 1930.

For this service the thanks of the Institution inscribed on vellum were accorded to Second Coxswain Stephen J. Musgrave, helmsman of the D class inflatable lifeboat. Vellum service certificates were presented to Crew Members Barrie E. Farmer and David B.

Owen.

South East Division On the Goodwins RAMSGATE PIERHEAD lookout sighted red flares to the south east of the harbour at 2303 on Saturday October 29,1983. The sighting was immediately reported to Dover Coastguard, the honorary secretary of Ramsgate lifeboat station was informed and the maroons were fired.

The night was fine with good visibility.

The northerly breeze was moderate to fresh, force 4 to 5. Low water was predicted at 2355.

The relief 44ft Waveney lifeboat Wavy Line, on temporary duty at Ramsgate, slipped her moorings at 2314 under the command of Coxswain/ Mechanic Ronald Cannon. She drove on a course of 120°M until she reached a position between the North Goodwin and Gull Stream buoys. No echoes other than the drying Goodwin banks showed on the radar and no visual sighting of a casualty was made until the lifeboat put up a parachute flare; this flare was immediately answered by a red distress flare to the east.

Judging the casualty to be east of Goodwin Knoll Bank, course was altered to north north east and the lifeboat rounded the northern edge of the bank. Further white flares fired from the lifeboat were each answered by red flares until, at about midnight, the lights of the casualty were seen.

Knowing the area to be steeply shoaling, and realising that the people he could now see on deck could well be washed off by the heavy breaking seas at the bank edge, Coxswain Cannon drove in towards the bank from the east. The lifeboat grounded frequently as she approached the 26ft Belgian yacht Mer Gespard, which was laying over to starboard and hard aground.

Seas were washing over the entire deck area of the yacht, and over the stern and waist of the lifeboat, but nevertheless Coxswain Cannon managed to hold Wavy Line's bow against Mer Gespard's quarter long enough for all six of the yacht's crew to scramble safely aboard the lifeboat.

At the owner's request and with the coxswain's agreement, Second Coxswain/ Assistant Mechanic Derek Pegden took a line aboard Mer Gespard and secured it to her mast. The lifeboat was then driven full astern, lifting to the seas and clearing the bank as the tow was paid out. Once in deeper and calmer water, the lifeboat was turned and the tow made fast aft. Mer Gespard was drawn clear of the sands without difficulty and at 0035 the tow to Ramsgate began. Harbour was safely reached at 0115. The lifeboat was refuelled and once again ready for service at 0145.

During the following forenoon the lifeboat was again taken to sea for engine trials to ensure that the grounding had caused no defects; no damage had been incurred.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was sent to Coxswain/Mechanic Ronald N. Cannon and his crew: Second Coxswain/Assistant Mechanic Derek A. Pegden, Emergency Mechanic Dennis T.

Cooper and Crew Members William A. Blay, Thomas H. Brown and Timothy E. Hurst.

East and South East Divisions 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 now gusting 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 to increase 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 all was 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.

Scotland North Division Quick response ON SEPTEMBER 18, 1983, Alexander Strutt, motor mechanic of Kirkwall's 70ft Clyde lifeboat, saw a single-handed dinghy capsize. Although her helmsman could right his boat, he could not keep her upright; a southerly near gale, force 7, was blowing and the sea was moderate.

After watching for a few minutes Alexander Strutt decided the dinghy sailor needed help quickly. He launched the inflatable dinghy carried by the Clyde lifeboat and, with William Swanay and his son Dupre as crew, took the sailing dinghy in tow and brought her and her helmsman ashore.

For this service, a letter of appreciation signed by Cdr Bruce Cairns, chief of operations, was sent to Motor Mechanic Alexander Strutt.

Scotland South Division Four rescued A FOURTEEN-YEAR-OLD boy, Ian Montgomery, was walking with his parents along the main road through Clynder on the afternoon of Sunday April 3, 1983, when, at about 1730, just as they were passing the Old Manse, he heard a child's voice calling for help from the Gareloch. Close to the slipway opposite the Old Manse, and about 80 yards from the shore, Ian saw two heads in the water and a boy clinging to the side of a moored trawler. After a quick word with his parents, he ran to the slipway and launched a 10ft GRP dinghy which was lying just clear of the water; it was a boat he had frequently used on other occasions and he knew it to be well found.

A gentle to moderate breeze, force 3 to 4, was blowing from the south and the sea was choppy and, once afloat, it took Ian several minutes to row out to the people in the water. Coming close, he was turning the dinghy round to offer up the transom to them when he saw one of the two men disappear under the surface and come up with a third man, who appeared to be unconscious. Ian stowed his oars and moved carefully aft to try to pull him aboard over the transom but, despite his efforts and those of the other two men in the water, the unconscious man proved too heavy; they could not get him into the little dinghy.

Meanwhile, the people who had gathered on the shore, including lan's parents, managed to attract the attention of John Allison, a local boat hirer, who was returning from his trawler in a 16ft GRP dinghy powered by a 5hp Seagull outboard engine.

Shouting to Ian to be careful until he got there and not to risk his dinghy being capsized, John Allison quickly came alongside the 10ft dinghy and, helped by Peter Gill who was in the boat with him, first pulled the unconscious survivor and then the other two men aboard his boat. Concerned about the unconscious man he shouted to the people on shore to call an ambulance, and, on the short run back to the slipway, which was reached at 1745, he tried to 'push the water out of him'.

Meanwhile Ian Montgomery rowed his dinghy to the moored trawler to which the fourth person, an 11-year-old boy, was clinging; it was his cry for help which had alerted Ian in the first place.

The boy was taken aboard the dinghy quite easily and after a few minutes he also was landed on the slipway opposite the Old Manse.

Mrs Mary Kelly, a state enrolled nurse whose husband had seen the accident, had come down to the slipway to see if help was needed; as soon as the unconscious man was landed she gave him artificial respiration, continuing until the arrival of the local doctor and police constable, and until the return to consciousness of the casualty.

The three men and the boy were taken by ambulance to hospital. Three were released after a check up but the man who had been unconscious was not released until some days later.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were sent to Ian Montgomery and John D. Allison.

A letter of appreciation signed by Rear Admiral W. J. Graham, the director, was sent to Mrs Mary Kelly.

East Division Bather in difficulty HUMBER COASTGUARD informed the honorary secretary of Mablethorpe lifeboat station at 1634 on Friday August 19, 1983, that a bather was in difficulty at Theddlethorpe, about three miles to the north of the station. Maroons were fired and Mablethorpe's D class inflatable lifeboat launched at 1638; she was manned by Helmsman Bernard Tuplin and Crew Members John Mayfield and Roderick Stones.

The afternoon was fine and clear with good visibility. It was half an hour after high water, neap tides, and the ebb was beginning to run north north west. A fresh to strong breeze, force 5 to 6, was blowing from the east, with a four-foot swell.

Launching through the surf, the lifeboat headed out to sea until she was clear of the surf line and then turned north. Speed was kept down to about three-quarters because of the state of the wind and seas and a zig-zag course was steered because it was often necessary to head into the oncoming swell.

As the lifeboat approached Theddlethorpe her crew saw Mablethorpe Lifeguard Landrover on the beach.

Helmsman Tuplin was just heading in to obtain the exact position of the casualty when, as the lifeboat rose on the top of a wave, the crew saw someone in the water, waving, about 50 yards ahead.

The easterly breeze was still force 5 to 6 but the swell was now five feet high and the surf was breaking about 400 yards from the shore.

Deciding that it was too rough for the lifeboat to manoeuvre in the surf, Helmsman Tuplin shouted to Crew Member Mayfield, saying that he would drive inshore, dropping him off on the way to help the swimmer while the lifeboat was beached, turned and brought back to pick them both up.

Following a sea running inshore, Helmsman Tuplin passed north of the position where the man, a lifeguard who had come out from the shore, had been seen. As the inflatable lifeboat passed him, John Mayfield, a good swimmer, slipped over the port sponson and, as soon as he was in the water, found himself beside a man lying face up.

Grabbing the man, he supported him and signalled to the lifeguard, who was a few yards away and who quickly joined him. With surf continually breaking over them, they then began to swim towards the shore taking the man with them.

The inflatable lifeboat, meanwhile, had beached on a bar some 200 yards from the shore, and, on beaching, Helmsman Tuplin saw that the group in the water had been washed inshore and were only 30 to 40 yards away; John Mayfield was, in fact able to stand. The helmsman therefore told his remaining crew member, Roderick Stones, another good swimmer, to wade into the surf to help.

The bather was brought to the inflatable lifeboat, where mouth-to-mouth resuscitation and cardiac massage were immediately begun. While Helmsman Tuplin continued this treatment, Crew Members Mayfield and Stones pulled the lifeboat over the bar and through the shallow water beyond to the beach.

First aid was continued until the arrival of a Wessex helicopter from RAF Leconfield and the bather could be taken to Grimsby Hospital by air; sadly, however, he was found to be dead on arrival.

The lifeboat was relaunched and headed back to the station, taking with her the lifeguard who was by this time exhausted and also needed medical treatment. Arriving at 1725, the lifeboat was recovered and she was once again ready for service by 1745.

For this service a letter of appreciation signed by Cdr Bruce Cairns, chief of operations, was sent to Crew Member John E. Mayfield.

Scotland South Division Swamped LOCHGILPHEAD POLICE informed Clyde Coastguard on the afternoon of Sunday September 11, 1983, that a report had been received of a boat in distress in Loch Fyne, between Ardrishaig and Kilfinnan. Further investigations were made and it was found that a small two masted boat appeared to be in trouble.

It was later learnt that two men had set out in a 16ft yawl from Inverneil Bay, Ardrishaig, for Otter Ferry but wind and sea had increased to such an extent that their boat had broached and filled.

A fresh to strong breeze, force 5 to 6, was blowing from the north east and the sea was rough. It was a dull afternoon but visibility was about four miles.

The deputy launching authority of Tignabruaich was informed of the situation by the Coastguard at 1815. The crew were assembled and, to save time because of the position of the casualty, the station's D class inflatable lifeboat was towed overland to Portavadie, where she was launched at 1835. She was manned by Helmsman John Weir and Crew Members Roderick Roberts and Ronald Irvine.

A few minutes before, Tarbert Coastguard mobile had reported that the yawl had disappeared from sight, presumably sunk, but that her crew were in a yellow inflatable dinghy; a PAN urgency broadcast was made and a helicopter was scrambled from RAF Leuchars.

Directed by the Coastguard mobile, the D class lifeboat reached the inflatable dinghy, now also swamped, at 1913. The two men were taken on board and landed, very cold but otherwise uninjured, at Portavadie, where an ambulance was waiting. The helicopter was recalled and Tighnabruaich lifeboat returned to station. She arrived at 1945 and was rehoused and once again ready for service at 2000.

West Division Severely injured NEW BRIGHTON'S Atlantic 21 rigid inflatable lifeboat, Blenwatch, manned by Helmsman Clifford Downing and Crew Members Francis Brereton and F.

Jones, had launched at 1100 on Tuesday December 6, 1983, and was standing by the launch of an oil rig, Sovereign Explorer. The weather was fine and the sea calm. As the rig was being launched a towing wire parted and whipped back, removing an arm and a leg from one of the riggers aboard.

Geoffrey Prince, a New Brighton lifeboat crew member, was aboard the rig at the time and was able immediately to give first aid to the injured man and to apply tourniquets. The rigger was then transferred to the New Brighton lifeboat and at 1315 was landed at Liverpool, together with a container of his two severed limbs. The lifeboat, returning to station, was rehoused and ready again for service at 1330. The injured man, although his leg and arm could not be saved, made an otherwise full recovery in hospital.

For this service, a letter of appreciation, signed by Cdr Bruce Cairns, chief of operations, was sent to Captain John Billington, honorary secretary of New Brighton lifeboat station, expressing the Institution's warm and appreciative thanks to the station for carrying out such a harrowing and difficult task.

East Division Cobles escorted in gale THE HONORARY SECRETARY of Flamborough lifeboat station was told by HM Coastguard at 1010 on Saturday October 15, 1983, that a number of Bridlington based open angling cobles were fishing north of Flamborough Head in very bad weather and would eventually have to return round Flamborough Head to Bridlington Harbour. He decided to fire the maroons and at 1027 Flamborough's 37ft Oakley lifeboat The Will and Fanny Kirby was launched under the command of Coxswain James Major. A southerly gale force 8 was blowing and as the lifeboat neared the fishing fleet, the wind was gusting on occasions to storm force 10; the sea was worsening from moderate to rough.

By 1110 Bridlington's 37ft Oakley class lifeboat William Henry and Mary King had also been launched with Coxswain Fred Walkington in command, ready to escort any returning cobles into harbour. One of the cobles, Friends, was escorted by Flamborough lifeboat in the heavy swell and severe southerly gale southwards round Flamborough Head to South Landing where Bridlington lifeboat took over the escort. The coble was brought safely into Bridlington Harbour through very heavy and confused breaking seas.

Bridlington Coastguard provided added safety with line throwing gear on the pier ends.

Meanwhile, Flamborough lifeboat had returned to the fishing fleet to stand by a commercial fishing coble, Provide Us, which was fishing two miles east of Flamborough Head. Because of the extreme weather conditions at Bridlington she decided, together with the rest of the fleet to the north of her, to run for Scarborough. Some of the cobles disembarked their passengers at North Landing where there was some shelter so that the seas close in, near to Flamborough lifeboathouse, were reasonable; they then continued on to Scarborough.

The honorary secretary at Scarborough was alerted and at 1233 the 37ft Oakley relief lifeboat Mary Joicey, on temporary duty at the station, launched under the command of Coxswain Ian Firman to meet the cobles and Flamborough lifeboat.

On reaching a point to the north of Filey Brig, Flamborough lifeboat handed over escort duty to Scarborough lifeboat after she had been informed by HM Coastguard that Bridlington lifeboat had located another commercial fishing coble, Serene, previously unaccounted for, some ten miles south east of Bridlington. She had not been answering Coastguard radio calls but Coxswain Walkington, appreciating the situation, worked south into the gale and successfully located the coble at 1338. On his instructions the coble put all her fishing gear over the side to lighten ship and was then escorted towards Flamborough Head. At 1522, off North Landing, Coxswain Walkington handed the coble over to Flamborough lifeboat for onward passage to Scarborough and, returning to Bridlington, safely beached the lifeboat at 1640; she was rehoused at 1700.

Scarborough lifeboat had successfully escorted 17 of the cobles through the tideway at Filey and on to Scarborough and had returned to bring in the remaining seven that were being escorted by Flamborough lifeboat when she was called south to take over the escort of Serene. At 1605 Coxswain Firman returned to Filey Bay to rendezvous with Flamborough lifeboat and take over escort duty of this last fishing vessel.

Flamborough lifeboat returned to station at 1700 and was ready for service again at 1800, while Scarborough lifeboat continued to Scarborough with the coble; she entered harbour at 1710 and was rehoused, once again ready for service, at 1737.

For this service, letters signed by Cdr Bruce Cairns, chief of operations, were sent to the honorary secretaries of Flamborough, Bridlington and Scarborough lifeboat stations expressing the Institution's appreciation respectively to Coxswain James Major, Coxswain Fred Walkington and Coxswain Ian Firman, and their crews.

Ireland Division January gales A HALFDECKER motor fishing boat was seen to be dragging her anchors off Arranmore, Aran Island, on the afternoon of Wednesday January 11, 1984.

A gale was blowing from the north west, the seas were very rough and visibility was poor; the tide was ebbing.

Two men went aboard to see what could be done, but the weather was deteriorating and with the gale now gusting to storm force 10 the fishing boat continued to be driven towards Calf Island. The honorary secretary of Arranmore lifeboat station was informed of the situation at 1445 and a quarter of an hour later the 52ft Barnett relief lifeboat Rowland Watts, on temporary duty at Arranmore, slipped her moorings and, taking her boarding boat with her, put to sea under the command of Coxswain/Assistant Mechanic Bernard Byrne.

The fishing boat, about half a mile north east of the station, was already on the rocks of Calf Island by the time the lifeboat reached her. Lines were put aboard in an effort to pull the boat off the rocks, but the winds were too strong and the tide was ebbing. The lifeboat took the two men off, using the boarding boat, but no more could be done for the half decker, which eventually sank.

The lifeboat was back on her moorings, once again ready for service at 2100.

The severe gales and very rough seas continued and by Friday January 13 food supplies on Aran were becoming exhausted. Rowland Watts was launched at noon to bring supplies of bread, milk and other foods from the mainland; she arrived back at her moorings at 1430. When the storms had not abated by Monday January 16 the local dispensary began to run out of badly needed drugs and some patients were in danger. The lifeboat therefore set off once more for the mainland through the very rough seas to fetch these essential medical supplies.

By Thursday January 19 the gales had abated, the wind backing to west and moderating to force 4. The seas were calm although there was still an eight foot swell. At 1245 the station honorary secretary was told that the fishing trawler Onedin had sprung a leak six miles south west of Arranmore; she had a crew of five on board. Rowland Watts slipped her moorings at 1300 under the command of Coxswain Byrne. Two other trawlers had also gone to the help of Onedin and fire brigade men went aboard her with pumps to try to clear the water. The fishing boat was towed for several miles, but despite all the strenuous efforts to pump her out she eventually sank. All her crew except the skipper had been taken off by another trawler and the lifeboat took the skipper and firemen off before the boat sank; she returned to station at 1930.

South East Division Double call-out SHOREHAM COASTGUARD informed the honorary secretary of Newhaven lifeboat at 1634 on Sunday January 22,1984, that a trawler, Suzanna D had broadcast a MAYDAY. She was swamped and sinking two miles south west of Beachy Head and, at 1645, the 44ft Waveney relief lifeboat, Faithful Forester, on temporary duty at Newhaven, launched with Coxswain/Mechanic Leonard Patten in command and with a portable salvage pump on board. There was a west-north-westerly strong breeze blowing, force 6, gusting up to storm force 10 in squalls. The sea was rough and as the lifeboat neared the trawler the heavy swell was reaching ten feet in height.

Before the lifeboat arrived the trawler had succeeded in clearing most of the water using her own pumps. However, an electrical fire had now broken out in her engine room and when the lifeboat met her at 1710, two miles south east of Seaford Head, she was still making way to the west.

Once the trawler's crew had managed to put the fire out, Coxswain Patten began to escort her towards Newhaven.

At one point the two boats were hit by a severe squall with winds of 45 to 50 knots, but with no further incident harbour was safely reached and at 1810 the lifeboat was back at her mooring.

Eastbourne's 37ft 6in Rother lifeboat, Duke of Kent, also launched at 1708 but returned to station when informed that the situation was under control and her help was not needed.

Less than two and a half hours later, at 2035, Newhaven lifeboat once more launched on service after Newhaven Coastguard had reported that a Belgian trawler, Speranza, was aground on the east side of the harbour entrance. There was still a fresh to strong west-northwesterly breeze, force 5 to 6, and a moderate sea with a six to eight foot swell when the lifeboat reached the trawler, in darkness, at 2042. It was dead low water and the trawler was being driven slowly ashore. The lifeboat closed her and, by using a heaving line, passed a tow line aboard. Once it was secure Coxswain Patten took the strain enough to prevent the trawler knocking further ashore. After about an hour the flood tide had given sufficient water to allow the lifeboat, with the help of the trawler's own power, to tow her off into the deep water channel. Speranza was then escorted to a safe berth in Newhaven harbour. At 2215 the lifeboat was refuelled and ready for service.

West Division Near rocks ON WEDNESDAY EVENING June 27, 1984, the 52ft Arun relief lifeboat A. J. R. and L. G. Uridge, on temporary duty at Fishguard, was out on exercise when she heard that MFV Sea Hawk had broken down close to the rocks under Strumble Head. It was a fair evening with a moderate to fresh breeze blowing from west north west, but the sea was choppy and there was a four foot swell.

The Arun lifeboat, with Coxswain Francis George in command, set out for Strumble Head at full speed, reached Sea Hawk at 2010, took her in tow and brought her safely to Fishguard Harbour, where she was placed on her own mooring at 2105.

South East Division Blown offshore AT MERSEA ISLAND in the early evening of Sunday September 11, 1983, although the water was smooth off Cooper's Beach, a north-easterly near gale, force 7, was blowing off the shore and the tide was ebbing. At 1724 Thames Coastguard informed the honorary secretary of West Mersea lifeboat station that a small pram dinghy had been reported in difficulty off this weather shore; a man and his three children were on board. Partly swamped, with her outboard engine broken down, the dinghy was being carried towards the rough seas.

West Mersea's Atlantic 21 rigid inflatable lifeboat Alexander Duckham, manned by Helmsman Peter Clarke and Crew Members Stuart Belbin and Paul Fletcher, was launched at 1726 and reached the pram dinghy six minutes later, just in time to snatch the man and his children to safety. They were landed on the beach and the Atlantic 21 was back on station at 1803.

For this service a letter signed by Cdr Bruce Cairns, chief of operations, expressing the Institution's appreciation to Helmsman Peter Clarke and Crew Members Stuart S. Belbin and Paul G.

Fletcher, was sent to Mr R. G. Hill, West Mersea honorary secretary.

South East Division Cargo shifted A MAYDAY distress call was received from the small Danish coaster Petit Folmer at 1025 on the morning of Thursday December 8, 1983, reporting that she was taking water, listing and needed assistance; she was 2l/2 miles east of the Varne Lightvessel. HM Coastguard telephoned the honorary secretary of Dover lifeboat station at 1026 and Dover's 50ft Thames lifeboat Rotary Service slipped her moorings and set out on service at 1035; she was under the command of Coxswain/Assistant Mechanic Anthony Hawkins. A fresh breeze, force 5, was blowing from the south west and the sea was rough with a six-foot swell; visibility was two miles.

The lifeboat reached Petit Folmer at 1120 and a lifeboatman was put on board to liaise with the master. It was then found that she was not taking water but that her cargo of fertiliser had shifted, causing the list. The coaster was therefore escorted by Rotary Service to a sheltered small ship anchorage in the Downs where the lifeboatmen helped Petit Palmer's crew to shift the cargo back and trim the vessel. Once the coaster was back on an even keel the lifeboat escorted her round the South Goodwin Lightvessel, across the prevailing weather, and she was then able to continue her passage to Humber..