South East Division Sick man taken off in gale AN IRISH CONTAINER SHIP, Bell Rover, contacted Dover coastguard on the evening of Tuesday November 20,1984, seeking medical advice about one of her crew members who was sick. After consultation with a doctor, the ship asked if the man could be taken off by lifeboat.

Hastings lifeboat station's honorary secretary agreed to launch and as the case of sickness involved drug abuse, he considered that the station's honorary medical adviser, Dr Adrian Head, should be taken afloat. Bell Rover was requested to steam from her position which was 24 miles south east of Hastings on a closing course for the lifeboat.

When the relief 37ft Oakley class lifeboat, Calouste Gulbenkian, on temporary duty at Hastings, launched into the eastern harbour at 2023, the weather was very bad. A south-south-westerly force 8 to strong gale force 9 was blowing with heavy breaking seas and poor visibility in the driving rain. It was half an hour before high water. A deliberate delay in launching the lifeboat had been calculated to allow the container ship to close Hastings, thus reducing the distance the sick man would have to travel aboard the lifeboat in the heavy weather.

Coxswain Joe Martin was at the lifeboat's helm and, once clear of the harbour, he set a course of 160°M. The rendezvous was seven miles south east of Hastings and the outward passage was extremely uncomfortable with seas breaking continuously over the lifeboat; waves were estimated at between 15 to 20 feet in height.

Bell Rover's lights were sighted at 2113 and VHP radio contact was made.

The ship's master agreed to steam slowly on a north-westerly heading to provide a starboard lee so that the sick man (who, it was now reported, weighed some 22 stone) could board the lifeboat by pilot ladder. Coxswain Martin steamed at half speed, making a starboard turn so that he could assess the height and other details of the ship, anticipating that he might have to put the doctor on board.At 2119 the lifeboat came under the decklights of Bell Rover and all hands were astonished to see the sick man already on the pilot ladder. He was facing outboard and was being held at the shoulders by two men leaning over the bulwarks.

The wind by now had increased to force 9 and was backing slightly to south by east; waves were reaching 30 feet in height. Shouting to his crew forward that he was going to run straight in, once only, Joe Martin approached the ladder with the lifeboat's port bow. The ship appeared to be stopped in the water and was drifting round to a westerly heading, rolling heavily.

With the lifeboat's port bow pinned against the ship's starboard side, Second Coxswain Douglas White, Doctor Adrian Head and one other crew member waited for the ship to roll so that they could grab the sick man into the forward well. As the two vessels rolled, the man was moving some 12 feet vertically in relation to the lifeboat but within seconds he had been taken securely inboard. Once the coxswain had been told that it was all safe forward he put the lifeboat's engines full astern. However, a combination of the container ship's drift to port and the urgency of the approach meant that the lifeboat was now parallel to the ship. As the lifeboat came astern, Bell Rover rolled heavily on to her, damaging her port side fittings. (In fact, when back at station, blue paint from the ship was discovered on the lifeboat's port engine- room coach top.) As he lost sight of the lifeboat beneath his after starboard accommodation, the ship's master, believing he had severely crushed her, called the lifeboat on VHP radio. Once clear of Bell Rover's port quarter, Coxswain Martin was able to reply that all was well. The sick man and doctor were brought aft to the shelter of the cockpit where it was found that the man was not in need of very urgent medical attention. This made the situation easier for the ten occupants of the confined space.

A course was set for Hastings pier at 2125 and half an hour later Coxswain Martin hove to half a mile south of the pier so that he could set the drogue for the run in to the beach. By now the entire lifeboat crew were soaked to the skin by the constant seas taken aboard which flooded the cockpit.As the lifeboat rounded the harbour arm all the crew and the sick man were moved forward in case the lifeboat took stern seas as she hit the beach. At 2220 the lifeboat was safely ashore and hauled clear. The sick man and doctor were taken to a waiting ambulance and the lifeboat was back on her carriage, refuelled and ready again for service at 2300.

For this service the bronze medal was awarded to Coxswain/Mechanic Joe H. W. Martin. Medal service certificates were awarded to Second Coxswain G. Douglas White, Assistant Mechanic Steven N. D. Martin and crew members Steven J. Barrow, Charles E. Sharrod, Frederick White, Robert D. Ball and Derek H. W.

Ryder. A letter of appreciation, signed by Rear Admiral W. J. Graham, director of the RNLI, was sent to the honorary medical adviser, Dr Adrian Head.

South West Division Yachts in distress THE DEPUTY LAUNCHING AUTHORITY of The Lizard-Cadgwith lifeboat station was telephoned on the evening of Monday September 3, 1984, to be told by Falmouth coastguard that a red flare had been sighted off Poldhu Cove. The maroons were fired and at 1826 The Lizard-Cadgwith's 48ft 6in Oakley class lifeboat, James and Catherine MacFarlane, with Coxswain/Mechanic Peter Mitchell at the helm, launched from her slipway.The wind was blowing force 6 from the south west with gusts of force 8 as the lifeboat steamed at full speed away from the station. Visibility was about two miles between heavy rain squalls; the sky was overcast, the tide slack, low water having passed about half an hour earlier. In the lee of The Lizard the sea had been slight but once the lifeboat was past Lizard Point, four cables to the south, and a course had been set to clear Rill Point at half a mile, the full force of the south-westerly wind was felt and the sea became rough.

Because the lifeboat's VHP radio was not working, Land's End Radio was called so thai they could relay all messages to and from the lifeboat, Falmouth coastguard and a Royal Navy rescue helicopter which had joined the search. At 1850 the lifeboat had Rill Point abeam and altered course to 335°M. Ten minutes later the rescue helicopter reported the position of the casualty, a 22ft yacht, Bass, to be 260°, two and a half miles from Loe Bar. A mile and a quarter west of Pedngwinian Point, the lifeboat adjusted her course again along a bearing, given her by the helicopter, of 310° by three and a quarter miles between her and the yacht.

A further report from the helicopter revealed that there were two yachts involved, one towing the other, making slow progress but being carried closer towards the shore. Wind had increased to gale force, when, at 1949, the position of the two yachts was confirmed by shore based radar and by the helicopter as half a mile off Rinsey Head. At this point the cliff rescue company was called out.

Just past Welloe Rock, Coxswain Mitchell sighted the casualty half a mile ahead of him, about half a mile off Prah Sands. The yacht Bass, single masted with a low freeboard, was pitching and rolling heavily in the rough sea and 12 foot swell. She was also sheering badly under tow of the other, similar yacht and was occasionally shipping seas. The wind was carrying along many squalls and with visibility of half a mile, the coxswain was aware of the proximity of land and surf inshore.

The coxswain approached the seaward side of Bass and decided he had enough time to try to tow her clear of the shore. Her crew appeared to be in good heart and capable of working on the yacht's deck. Using the loud-hailer, Coxswain Mitchell told the three yachtsmen that he was going to pass a heaving line and a tow rope and told them to secure the rope to a strong point forward. The rope was passed and made fast.

Just as the lifeboat was taking up the tow, the yacht Alto, which had been towing but which was now cast free, sailed across the towline. The lifeboat crew slacked down the tow rope in time to prevent it from fouling.

At this moment the rescue helicopter, her task completed, was released toreturn to RNAS Culdrose. The lifeboat headed south to clear The Stones rock at a speed of no more than two knots.

The yacht had lost her rudder—the cause of her distress—and was sheering considerably.

Twenty minutes later, a red flare was seen by the lifeboat's crew coming from the yacht Alto which had, by now, dropped well astern. The coxswain slowly turned the lifeboat and her tow and steamed back to the yacht. Bringing the lifeboat and tow head to wind, close to Alto, Coxswain Mitchell found her to be all right and apparently comforted by the presence of the lifeboat. She was under control with a storm jib set but was unable to sail clear of the shore.

She had no radio. The coastguards were informed of the situation and were told that the coxswain considered it unwise to try to tow both yachts. The coastguards replied that Penlee lifeboat was launching to assist.

It was at 2049 that Penlee's 52ft Arun class lifeboat, Mabel Alice, slipped hermooring and headed out of Newlyn harbour with Coxswain Ken Thomas at the helm. Despite the force 6 to 7 westerly wind, there was little effect upon the sea off the east facing harbour.

Visibility was poor through heavy rain squalls under an overcast sky and it was now dark.

On a course of 105°M Penlee lifeboat passed close south of Cudden Point and then two cables north of The Stones rock towards the last known position of the yacht Alto given by the coastguard as half a mile west of Rinsey Head.

Nothing could be seen on reaching this position and the radar also showed nothing due to excessive sea clutter.

Coxswain Thomas then steamed south and, at 2111, rendezvoused with The Lizard-Cadgwith lifeboat. She had resumed the slow tow of Bass, at the same time trying to keep Alto in sight.

Coxswain Mitchell gave an approximate bearing and distance of Alto to Penlee lifeboat which then headed to the west of Welloe Rock. Coxswain Thomas fired off two parachute flares when half a mile south west of Trewavas Head. He then steamed south for a mile, then south east, searching at a moderate speed. At 2130 another flare was fired and this time the yacht was sighted.She was trying to sail across the weather under her storm jib and was almost awash. The three people on board made it clear that they would not abandon their yacht, so a tow line was passed from Penlee lifeboat. The sea was rough with a ten foot swell, less than had been found closer inshore. At 2140 the tow was taken up very slowly to avoid damaging the yacht. Twenty minutes later, Alto's rudder was lost during a particularly violent sheer. On the coxswain's advice, the yachtsmen rigged a lifebuoy to act as a drogue.

This successfully steadied the yacht and towing began again.

South of Mountamopus buoy some lee was experienced and there was less swell; gradually the tow could be increased to half speed and at 2315 lifeboat and yacht entered Newlyn harbour.

Alto was just secured alongside the pier when Falmouth coastguard reported that another yacht, Vivendi, was adrift outside the harbour. Leaving the harbour again at 2322, Mabel Alice took the yacht in tow and returned to Newlyn at 2345 just at the time that The Lizard-Cadgwith lifeboat was arriving with the yacht Bass in tow.

From the time that Penlee lifeboat had left her, The Lizard Cadgwith lifeboat had been continuing the slow tow of Bass, until, at 2155, the line had parted close to the yacht's stem. Giving his intentions over the radio, Peter Mitchell fired a white parachute flare to light the scene as he reconnected the tow. Towing was resumed, still very slowly, but gradually speed was increased as the two boats came under the lee of Penlee Point.

The yacht was eventually secured to the quay inside Newlyn harbour and after hot drinks for the lifeboat's crew, James and Catherine Macfarlane set out again at 0035 to return to her station.

She arrived at 0245, was recovered onto the slipway, refuelled and was ready again for service at 0310 in the morning of September 4.

For this service, the bronze medal was awarded to Coxswain/Mechanic Peter R. C. Mitchell and medal service certificates were awarded to Second Coxswain Ian Mitchell, Assistant Mechanic Henry Johnson and Crew Members David Hill, Robert Francis, Raymond Curnow, Nigel Hill, Philip Burgess and Martin Mitchell. A letter of appreciation, signed by the chief of operations, Cdr Bruce Cairns, was sent to Coxswain Kenneth Thomas and the crew of Penlee lifeboat for their part in this service.

East Division Sailboard out in force 8 MICHAEL TIGHE, a crew member of Sunderland's 16ft D class inflatable lifeboat, was near the lifeboathouse onthe afternoon of Sunday November 4, 1984, when he was told that a board sailor was in trouble near Sunderland Outer Piers.

The weather was overcast and clear; a northerly force 8 gale was blowing and ten foot swell was breaking on to the sheltered beach which is used to launch the lifeboat. It was two hours after high water. Despite the conditions the station honorary secretary authorised Michael Tighe's telephoned request to launch. He knew the situation was serious and believed that the inflatable lifeboat could cope in the hands of his most experienced helmsman.

At 1450, five minutes after the alarm was raised, the lifeboat was launched, manned by Helmsman Michael Tighe and Crew Member Alan Dixon. They made full speed towards the last known position of the sailboard, at the entrance of the outer piers. Close to the entrance the northerly gale was causing heavy breaking confused seas as it met the ebb from the river and the lifeboat had to reduce speed. Clear of the breakwaters, she turned south and every time either lifeboat or sailboard was lifted on the heavy seas, the lifeboat crew could see the board sailor, lying on the board.

With the wind now gusting to force 9, the sea was very rough with waves of up to 20 feet and blown spray. The sail of the board had been dropped to act as a sea anchor and Helmsman Tighe made a straight run in down wind, only to be blown past by the sea and the force of the wind. He then turned the lifeboat and made another approach, head to sea.

The height of the waves and the spray made it difficult to see and as soon as the way was taken off the lifeboat as she came close, she was again blown clear of the board. On his third approach, again head to sea, the helmsman kept the power on and the board sailor was grabbed by Alan Dixon. Although he was very cold, the board sailor was still mobile and, with Crew Member Dixon's help, he scrambled aboard the lifeboat, bringing his sailboard with him.

Return passage into the sea was made at slow speed, to try to keep the lifeboat in the water. Knowing it would be impossible to turn across the seas to enter harbour, Michael Tighe continued north for a quarter of a mile and then, on a suitable smooth, turned the lifeboat and surfed back between the outer piers. She was safely beached at 1512 and was rehoused, ready again for service.

For this service the thanks of the Institution inscribed on vellum were awarded to Helmsman Michael Tighe and a vellum service certificate awarded to Crew Member Alan Dixon.

Scotland South Division Stranded fishing vessel GALE FORCE southerly winds were blowing and heavy seas breaking in the bay when, on the evening of Monday November 26,1984, the honorary secretary of Kirkcudbright lifeboat station was informed by Ramsey coastguard that a fishing boat was stranded on Kirkcudbright bar and needed immediate assistance.

Maroons were fired at 2148, the crew mustered at the harbour and, at 2205, the station's 37ft Oakley class lifeboat, Mary Pullman, launched from the slipway with Acting Coxswain/Mechanic Stephen Unsworth at the helm. Spray was affecting visibility as the lifeboat headed south south west at full speed to clear the river. Communications were established by VHP radio telephone with Ramsey coastguard who confirmed the fishing boat's position as "in Kirkcudbright Channel". A sharp visual and radar watch was set.

Passage towards the bar was rough with six foot breaking seas, visibility and radar response was limited and nothing was sighted in the river. At 2210 the lifeboat cleared the bar and the coxswain headed west to search the seaward side of Milton Sands. Twominutes later Crew Member Colin Mathieson, on lookout, caught sight of the casualty lying aground on her starboard side and surrounded by breaking seas. As Acting Coxswain Unsworth circled the fishing boat, Leon Jeannine, to inspect the conditions, three people could be seen at her forward end. They were instructed to move to the stern of their vessel.

The weather was still poor with rough breaking seas in the area as the lifeboat headed south to approach the casualty.

Acting Second Coxswain David Henry and Crew Members Edward Eccles and Colin Marshall went forward to be ready to pick off the survivors as the lifeboat passed the stern of the fishing boat. Unfortunately the three fishermen froze at the critical moment and would not leave the wreck.

A second run in was made and this time the lifeboat's foredeck crew grabbed a survivor each and pulled him aboard. The lifeboat headed south to clear the bank before turning to cross the bar once more.

The lifeboat returned to station at 2230 and at 2239 was back on her slipway and the three survivors were landed. Their fishing boat later sank.

For this service the thanks of the Institution inscribed on vellum were awarded to Acting Coxswain/Mechanic Stephen Unsworth. Vellum service certificates were awarded to Acting Second Coxswain David J. Henry, Assistant Mechanic William McKie and crew members Edward Eccles, Alexander McHenry, Colin G. Marshall, Colin Mathieson, Gavin S. Scott and Robert Thomson.

Scotland South Division Drifting on to lee shore WITH WINDS OF STORM FORCE 10 tO 11 and a very heavy sea starting to break over the harbour wall, Acting Coxswain Thomas Devenny had set watch at Troon lifeboat store on the morning of Thursday October 18, 1984. At 1150 heintercepted a message from the fishing vessel Golden Years on VHP radio telephone.

She was disabled and drifting on to a lee shore and was requesting lifeboat assistance. Attempts to tow her by her sister ship had failed.

Thomas Devenny immediately telephoned Clyde coastguard to ask them to page the lifeboat crew and inform the station's honorary secretary. At 1202 Troon's 44ft Waveney class lifeboat, Connel Elizabeth Cargill, slipped her mooring and headed out of the harbour with Acting Coxswain Devenny at the helm.

Intermittent rain meant visibility was poor and the wind was still a southsouth- westerly storm force 10 to violent storm 11. High water at Troon was at 1850. Clear of the harbour, the lifeboat headed north at best possible speed.

Further intercepted messages indicated that Golden Years was two or three miles north of the harbour. Communications with Clyde coastguard were established on VHP radio and visual, VHP direction finding and radar watches were set.

At about 1207 the acting coxswain altered course to the west to gain more searoom; at the same time two-way VHP radio contact was established with the fishing vessel and her position was confirmed. She reported that her engine was disabled and that she was streaming ropes from astern to try to reduce her rate of drift on to the lee shore.

After clearing Lappock Rock, a positive VHP direction finding bearing was obtained and Thomas Devenny altered course to the north north east to intercept the casualty. Minutes later the fishing boat came into view on the starboard beam, she was just over half a mile from the shore and a mile north of Lappock Rock. The lifeboat headed inshore, to the north of the fishing boat, and then turned and ran slowly past her stern in an unsuccessful attempt to pick up one of the trailing ropes.

She then stood off so that her coxswain could reassess the situation. Looking at the conditions and circumstances of the fishing boat, he decided that the only way to save lives was to tow her clear. The lifeboat was manoeuvred up weather of Golden Years and the crew floated a nylon securing line down on to the casualty. A tow was secured at 1245; the weather was still stormy.

To gain searoom the fishing boat was towed slowly south west for ten minutes. A special braided nylon rope was then passed and the tow resumed at best possible speed towards Troon harbour.

The lifeboat and tow entered harbour at 1315 and the fishing vessel was safely berthed. Ten minutes later the lifeboat was back on her mooring, refuelled and ready again for service.

For this service the thanks of the Institution inscribed on vellum were awarded to Acting Coxswain/Assistant Mechanic Thomas Devenny. Vellum service certificates were awarded to Acting Second Coxswain RobertHannah, Acting Motor Mechanic Peter McClure and Crew Members John Forshaw, Ian Hillhouse, Alistair McLaughlin and David Seaward.

Scotland South Division Eight saved on January night IN THE SMALL HOURS of Thursday January 31, 1985 the coastguard reported to Oban's honorary secretary that a fishing vessel, Shemara, was aground on Lady's Rock and was in urgent need of the lifeboat.The crew were paged and at 0332 Oban's 33ft Brede class lifeboat, Ann Ritchie, launched on service with Coxswain/ Mechanic Patrick Maclean in command. It was showery and there was a moderate breeze, force 4, in the shelter of the harbour and the tide was ebbing.

Once clear of the harbour, the coxswain headed west north west towards Lady's Rock at full speed. The weather was worse clear of the harbour and there was now a near gale force 7, gusting gale force 8 and a rough sea was running across the tide. At 0353 the lifeboat arrived off Lady's Rock to find the fishing boat hard on the reef, bow up with a list of 40 degrees to port, heading east.

Coxswain Maclean sized up the situation and consulted with Shemara's skipper who recommended an approach on his starboard side. The coxswain disagreed and considered a port side approach would be safer with the likelihood of more available water. The sea had begun to moderate but there was still a westerly gale with showers when the lifeboat made the first of a series of controlled runs to the fishing vessel's port quarter. Some 15 to 16 such runs were needed to recover her eight crew members on to the starboard shoulder of the lifeboat.

By 0405 the coxswain was able to report to Oban coastguard that the rescue operation had been carried out and he also requested an ambulance to meet the lifeboat on her return as the fishing boat's skipper was sufferingfrom angina. Shemara's sister ship Golden Dawn had arrived on scene and intended to stand by the stranded vessel until the weather moderated.

The lifeboat returned to Oban, landed her survivors at 0434 and was refuelled and moored ready for further service at 0500.

For this service the thanks of the Institution on vellum were awarded to Coxswain/Mechanic J. Patrick Maclean.

Vellum service certificates were awarded to Acting Assistant Mechanic David M. Graham and Crew Members William E. Forteith and Michael J.

Robertson.

South West Division French trawler in distress AT 0401 on the morning of Friday February 15, 1985, Falmouth's 52ft Arun class lifeboat, Elizabeth Ann, left the lee of Falmouth docks heading out to sea on service at full speed. Coxswain Viv Pentecost was at the helm; he and his crew had been called out following a report from Falmouth coastguard that a French fishing vessel, St Simeon, was sinking 19 miles east south east of Lizard Point.

For the past six days the wind had been blowing from the east, at or near gale force, creating a short, high sea which carried into Falmouth Harbour despite the protection of St Anthony's Point. The force 11 violent gale which was blowing on this particular night was carrying spray off each wave and visibility was reduced to 300 yards in rain and snow squalls. The neap tide was at three hours of ebb and air temperature was at freezing point.

The full force of the storm and very high seas was felt as soon as the lifeboat passed Black Rock beacon at 0412. A course of 176°M was set and speed gradually reduced to ease the violent motion of the lifeboat. Ten degrees of leeway were allowed on the course; Falmouth coastguard, receiving information from Royal Navy Sea King helicopters, were constantly giving the lifeboat the updated position of the drifting fishing vessel. At 0505 the lifeboat's course was adjusted to 198°M and an hour later readjusted to 213°M.

Steaming across the sea, the lifeboat was plunging violently in 50 foot seas and the coxswain was forced to reduce speed to 1600 rpm so that he could maintain a reasonable course.

The VHP direction finding set was used to home in on the casualty in visibility estimated at half a mile and at 0651 she was sighted, right ahead. The 130-ton French trawler was well lit up and at first appeared to be lying head to sea. No one could be seen on deck. As the lifeboat approached she could be seen corkscrewing wildly, falling off 90degrees either side of the wind direction.

Occasionally the seas, now 60 foot high, completely enveloped the vessel, although she seemed to be riding quite high in the water.

Knowing that a salvage pump had been lowered to St Simeon by a Royal Navy helicopter shortly before the lifeboat's arrival, Coxswain Pentecost, at 0659, took up station downwind of the trawler to await developments.Nearly two and a half hours later the trawler was able to start her engine and, on the coxswain's advice, relayed by a translator at Falmouth, set a course of 040°M. At first very little headway was achieved, probably because there was still a considerable amount of water inside the trawler's hull, but by 0946 speed through the water had increased to three knots. Her skipper could not be persuaded to seek a lee to the west of The Lizard peninsula because it would have meant steaming across wind and sea. At 1020 the trawler altered course to 080°M to reduce the effects of free surface water within his vessel.

Falmouth Coastguard, who were aware of the extreme conditions being faced by Falmouth lifeboat and recognising that the presence of a lifeboat would be required for some hours yet, suggested that Penlee lifeboat be launched to relieve Falmouth which had already been at sea for over six hours.

Coxswain Pentecost agreed and at 1105 Penlee's 52ft Arun class lifeboat, Mabel Alice, slipped her mooring and headed out of Newlyn Harbour.

Coxswain Ken Thomas, at the helm, applied full speed as soon as the lifeboat cleared the harbour. At the entrance 15 foot seas were breaking over the wall; between squalls visibility was about one and a half miles. The wind was blowing from the east south east at strong gale force 9 over a flood tide, two and a half hours from high water. This created a very short steep sea.

Full speed was maintained in Mounts Bay but once the lifeboat had passed close to the east of Low Lee buoy and a course of 150°M was set, speed had gradually to be eased in order to reduce the violent motion of the lifeboat. At 1200 a Decca position of the casualty of six and a half miles, 270°T from Lizard Point was obtained and the lifeboat altered course to 135°M.For the next half hour the lifeboat experienced some very bad conditions, probably caused by the wind over tide and ledges on the sea bed in the area.

Coxswain Thomas had to ease speed as the lifeboat met 45 foot seas which were breaking overall and stopping the windscreen wipers. Excessive sea clutter made the radar of limited use and, in trying to set a course for Falmouth lifeboat and the fishing vessel, it was realised that the Decca Navigator was slipping lanes due to the heavy motion.

From 1230 the VHP direction finder was used to home in on the two vessels and, just over an hour later, St Simeon was sighted about a mile ahead, with Falmouth lifeboat visible to the north.

An hour and a half before the arrival of Penlee lifeboat, the trawler had altered course to 068°M as her skipper had decided to make for Plymouth.

More fuel for the salvage pump had also been landed by a Royal Navy Sea King helicopter aboard St Simeon. When Penlee lifeboat arrived on scene at 1342 all essential information was passed by radio and Falmouth lifeboat then left the scene, on course for her home port, finally reaching harbour at 1512.

Penlee lifeboat took up station a quarter of a mile astern of the trawler which was steaming at four to five knots on a course of about 070°M, carrying wind and sea fine on her starboard bow.

She was pitching heavily, shipping heavy spray overall and occasionally rolling onto her beam ends. Her freeboard was quite good and she seemed to be faring as comfortably as could be expected for that type of vessel in those seas.

Slowly, thanks to the salvage pump, the amount of water in the trawler's hull was being reduced and she was making headway towards Plymouth. By 1430 the coastguard reckoned that the search and rescue element of the situation was almost over. The trawler's skipper would not attempt to steam across the prevailing seas and he was determined to save his vessel by continuing on to Plymouth. With the assistance of CROSSMA, the French rescue co-ordination centre at Joburg, Falmouth coastguard arranged for another French fishing vessel, L'Agardere, to take over escort duties by steaming down sea from the Plymouth area.

Penlee lifeboat stayed in close contact with the casualty throughout the afternoon and witnessed another transfer of fuel for the salvage pump from a Royal Navy helicopter. L'Agardere arrived at 1735 and, after ensuring that both boats were happy with the situation, Penlee lifeboat turned for home. She eventually entered Newlyn harbour at 2015 after over nine hours at sea.

St Simeon carried on slowly towards Plymouth until, at 1907, Brixham coastguard were told that the salvage pump was no longer working and the trawler was stopped and in need of another pump. Plymouth lifeboat station's honorary secretary was informed and he immediately called out the lifeboat.

At 1920, Plymouth's 44ft Waveney class lifeboat, Thomas Forehead and Mary Rowse II, cast off from her pontoon and set out on service at full speed with Coxswain John Dare in command.

In Plymouth Sound the wind was blowing from the east, force 8, under an overcast sky. Sea conditions were moderate and visibility about three miles.

Low water coincided with the lifeboat's departure. On clearing the western exit of the Sound, heading on 215°M, the true wind direction was found to be east south east force 9 and the lifeboat encountered heavy seas.

From Rame Head DF bearings were obtained and a course of 230°M was recommended to the lifeboat. Four cables south east of Penlee Point, at about 1935, this course was set and full speed maintained. Fifteen minutes later the well of the lifeboat was engulfed by a large sea and the handle of the pump they were taking out to the trawler was washed overboard.Hearing of this loss, St Simeon's skipper insisted that another pump be airlifted to him. Although he did not consider it necessary to transfer any of his crew at this stage, he did ask at what time the lifeboat would arrive. At approximately 2015 the lifeboat obtained a VHP DP bearing of the casualty and altered course to 215°M. Three minutes later the trawler's searchlight could be seen ahead.

As the lifeboat approached the fishing boat, the crew could see that she was stopped, her bows to the north east, and drifting despite a rope over her starboard bow which might have been an anchor. She was also rolling heavily with seas occasionally breaking over her decks. Although the average seas were about 20 feet, some reached an estimated 50 feet in height. The ebb tide was by this time running west south west at one knot.

A rescue helicopter arrived at about 2100 and, together with the lifeboat, kept close station on the casualty. The other French fishing boat, L'Agardere, also remained in the vicinity but took no part in events. Meanwhile the coastguards found out that there was no other salvage pump available. St Simeon's skipper made a link call with his owners at about 2145 but not until 2217 did he accept that he and his crew should abandon the vessel.

Had the trawler's crew been relatively fit and fresh, Coxswain Dare considered that he could have manoeuvred close enough for the men to have jumped aboard the lifeboat. Under the circumstances, however, and after discussion between lifeboat, coastguard, helicopter and casualty, it was deemed wiser that the fishermen should take to their liferaft. With St Simeon beginning to settle more visibly, it took her crew half an hour to manhandle the liferaft across to the port quarter to launch it.

At 2215 the first fisherman boarded the liferaft.

The lifeboat was positioned bows in to the trawler's port side. Mechanic Cyril Alcock was positioned on the starboard shoulder of the lifeboat and when all the trawler's crew were in the liferaft, he cast a heaving line into the raft. The line was not grabbed and the lifeboat had to manoeuvre clear as a particularly large sea broke over the trawler. Four more times the mechanic cast the line into the liferaft before it was finally grabbed; then the line securing the raft to the trawler was cut. At this critical moment another huge sea broke over both St Simeon and the liferaft but in spite of this, the liferaft, as it dropped clear of the trawler, was drawn along the lifeboat's port side.

The coxswain used the helm and engines in such a manner as to make it as easy as possible under the circumstances to transfer the men first into the well of the lifeboat, then into the after cabin. However, the last man needed to be assisted aboard by which time it was 2300.The raft was allowed to drift clear but the coxswain manoeuvred alongside again to collect the trawler's charts which seemed to be of great importance to her skipper. A course of 065°M was set at full speed but, coming down off one particularly large sea when it was thought the lifeboat was completely airborne, she pounded heavily and the radar stopped working. Speed was then reduced to ease the violent motion. The drift of the casualty and lifeboat had been underestimated and later, when it was realised that the loom of lights on the shore was not Plymouth but Looe, course was altered to 080°M.

The lifeboat arrived back at station at 0135; the five survivors were landed into the care of the Shipwrecked Mariners' Society and, after the lifeboat crew had had a hot drink, the lifeboat was refuelled and back on her pontoon, ready for service, at 0225.

For this service, the thanks of the Institution on vellum was awarded to Coxswain Vivian D. Pentecost of Falmouth, Coxswain Kenneth Thomas of Penlee and Coxswain John Dare of Plymouth.

Vellum service certificates have been awarded to Acting Second Coxswain Alan Barnes, Motor Mechanic Donald McLennan, Assistant Mechanic Graham Pearce, Captain David Barnicoat, deputy launching authority. Emergency Mechanic Christopher Price and crew members Brian Thomason, John Barton and Michael Wilson, all of Falmouth lifeboat; also to Second Coxswain Edwin Madron, Motor Mechanic Michael Inskip, Emergency Mechanic Joey Jeffrey, Crew Members Martin Tregonning and Robert Marks of Penlee lifeboat; and to Motor Mechanic Cyril Alcock, Assistant Mechanic The Reverend Ian Watson, Emergency Mechanic Keith Rimmer and Crew Member Ray Jago of Plymouth lifeboat.

South East Division Drifting trawler THE RAMSGATE TRAWLER Nancy reported to Ramsgate Harbour Radio on the evening of Monday January 30, 1984, that warps and nets had fouled her propeller. Her position was one and a half miles east south east of North Foreland and she needed immediate help. The lifeboat station was contacted, maroons were fired and at 1842 the relief 44ft Waveney class lifeboat, Wavy Line, on temporary duty at Ramsgate slipped her mooring and cleared the harbour at full speed.

The weather was very bad and deteriorating; wind was south south east force 8, gusting 10 and there were heavy, confused and breaking 12 foot seas. It was three and a half hours before high water. Coxswain Ron Cannon, in command of the lifeboat, set a course for the trawler, placing wind and sea on his starboard quarter.

Dover coastguard who broadcast the fishing boat's predicament to other shipping had already ascertained that the coastal tanker Bouncer and another trawler were standing by the casualty.

However, when the lifeboat arrived on scene at 1855 it was clear that neither of the stand-by vessels had been able to manoeuvre close to Nancy in the prevailing conditions.

The lifeboat approached her sternfirst, keeping head to sea, and a tow line was passed to the trawler's stern without serious difficulty. The lifeboat crew knew both the fishermen and knew them to be competent to deal with the situation without the assistance of a lifeboatman on board. The trawler was hauled astern so that her crew could safely cut the trawl warps. This manoeuvre required very skilful boat handling by the lifeboat coxswain to prevent the trawler from broaching.

Clear of any shelter or lee from the North Goodwin shoals, the seas had lengthened and become more regular, but the lifeboat was rolling heavily and taking water over all. Wind was still south south easterly but with more frequent gusts of over force 8 or 9.

With warps cut and nets still fouling her propellers, a tow was secured forward on the trawler and course set for Ramsgate at slow speed. At about 1925 the tow parted abreast of Ramsgate's East Beach and, knowing the trawler's draft to be seven feet, Coxswain Cannon manoeuvred with great urgency to re-connect the tow, only one and a half cables from the shore.

No sooner had the tow resumed with the two boats starting to make a wide swing to port before entering harbourthan the rope parted for the second time. This was the area of the Quern Shoal and seas were again confused and steep and the added effect of waves reflected from the harbour wall meant that exceptional boat-handling by the coxswain and prompt action by his second coxswain and crew aft was required to get the tow re-connected almost immediately.

Lining up with the harbour entrance, Coxwain Cannon gave as much throttle as was safe and ran the trawler through the pierheads at speed. By 1953 Nancy was safely berthed on the eastern pier arm and the lifeboat was refuelled and ready for service at 2030.

For this service a framed letter of thanks, signed by the Duke of Atholl, chairman of the RNLI, was sent to Coxswain/Mechanic Ron Cannon, Second Coxswain Derek Pegden and Crew Members Timothy Hurst, Michael Petts, Nigel Stephens and Raymond Noble.

Family rescued Nearly three months later, on the evening of Friday April 27, 1984, the station's own 44ft Waveney class lifeboat, Ralph and Joy Swann, back on station, was called out to the aid of a 30ft motor cruiser, Kalavala. She had been on passage from Calais to Ramsgate when her drive shaft failed and she was taken in tow by the motor yacht Camelot. Five miles north east of North Foreland the tow had parted and the four occupants of Kalavala were reported suffering severely from seasickness.

When, at 2002, Ramsgate lifeboat left harbour the sea was moderate to rough, wind north east force 5 to 6 and visibility moderate. High water was predicted in two hours' time. Coxswain Ron Cannon, at the helm, set course north east. The lifeboat's VHP direction finder was giving a markedly different bearing of the casualty to that given by the cruiser herself and when, on reaching a position near the Elbow buoy, nothing could be seen by eye or on radar, course was altered to the north north west. More discussion with the Kalavala confirmed a position near the Tongue light vessel and this tallied with the direction finder bearings.

Abeam to port seas were increasing as the lifeboat cleared North Foreland and the wind veered east north east, force 6. The lifeboat began to roll heavily in short, steep seas and heavy spray and patchy visibility made lookout difficult. However, at 2105 lights were sighted ahead. Ten minutes later the lifeboat had closed the motor cruiser and its escort.

Kalavala was lying head to the south south east and as she rolled, her gunwales would go under in the heavy beam seas. Coxswain Cannon knew that, with the flared bow of both the lifeboat and the motor cruiser, a headon approach could cause serious continued on page 213.