South East Division Trawler saved in violent storm THROUGHOUT THURSDAY DECEMBER 26, 1985, Boxing Day, the weather on the east Kent coast had been rapidly deteriorating; by late afternoon winds from the north east were reaching strong gale force 9 to storm force 10.

Coxswain Ronald Cannon and a lifeboat crew member went down to the harbour at 1830 to check both the lifeboat's mooring and those of other boats including their own.

At 1925, while they were still engaged afloat and keeping a radio watch, they heard a call from a French trawler, the 65ft Gloire a Marie II, to Ramsgate Harbour asking for a pilot to bring her into harbour for shelter.

The watchman on duty at the eastern pierhead, Kenton Evans (a member of Ramsgate lifeboat crew) had difficulty in understanding the French skipper who in turn could not speak English.

Coxswain Cannon called the pier to suggest the watchman should call the French ferry in Port Ramsgate for an interpreter so that the fishing boat's master could be told that all pilotage facilities had been suspended because of the weather.

Unfortunately it proved impossible to set up this link and at 1945 the trawler broadcast a garbled MAYDAY message saying that she was aground south of Ramsgate and in need of urgent assistance.

The deputy launching authority was immediately contacted and at 2000 maroons were fired.

The wind had now increased to a north-easterly violent storm force 11and Coxswain Cannon decided it was too rough inside the harbour to use the station's boarding skiff. Instead he took his father's 35ft workboat to collect the first three crew members to arrive from the inner jetty and then, once aboard the lifeboat, brought her alongside the east pier steps to allow the other crew members to board. By now seas were breaking over the east pier and moments after the crew had boarded the lifeboat a sea stove in the pier's lookout windows some 30 feet above sea level.

Before the lifeboat cleared the pier.

Coxswain Cannon inspected all the crew individually to make sure lifejackets and protective clothing were being properly worn. Dover coastguard had just reported they were recording north-easterly winds of over 65 knots.

The time was 2015 when Ramsgate's 44ft Waveney class lifeboat, Ralph and Joy Swann, set out across the harbour at three-quarter speed towards the entrance.

As the watchman on the pier above him sent wave reports, Coxswain Cannon drove the lifeboat through the entrance into violent and short cross seas, made worse by reflection off the west pier. It was some three hours before high water which gave a south westerly stream locally and visibility at sea level was poor in the spray and spume.

The lifeboat headed east to clear the new harbour breakwater, then, when she was about two cables clear of the entrance, the coxswain prepared his crew for a turn to starboard. Using his skill, sound seamanship and good timing Coxswain Cannon safely brought the lifeboat round as she pitched and rolled heavily, taking heavy water overall and set a course of 250°. The trawler was not visible and she did not show up on the radar. Watchman Kenton Evans on the pierhead directed the lifeboat to a position some two miles south west of the harbour entrance. At 2025 parachute flares were fired from the lifeboat and they were answered by the trawler's searchlight. Now she could be seen aground in shoal water off the entrance to the River Stour.

The quartering seas which were irregular both in direction and frequency made the lifeboat very difficult to control. A constant lookout astern was maintained so that the coxswain could be warned of each steep sea as it approached.

Coxswain Cannon discussed with Second Coxswain Derek Pegden what should next be done. To try to take off the crew of seven men was likely to be too dangerous. Even if they could overcome the language barrier they knew that it would be unlikely that the skipper would want to leave his vessel.

Standing by the trawler would also be unwise with the risk of grounding.

So, at 2030, Coxswain Cannon steered close to the south of the trawler and then, turning to starboard, brought the lifeboat up to her port quarter. The trawler was lying head west and pounding forward, the stern appearing to be fast aground. As the two vessels closed Crew Member Michael Petts leapt from the lifeboat and, with the help of the trawler's crew, was pulled aboard.

With proper communications now established Petts could confirm that the trawler was still seaworthy with main engines available. Neither her master nor his two sons would consider leaving their ship which was less than a year old. The coxswain held the lifeboat head to sea and eased astern, judging the right moment to make a second approach and to put a second crew member on board. Heavy seas made the first three attempts impossible, but at the fourth Crew Member Nigel Stephens was safely transferred.

The lifeboat crew than passed a 60-fathom towline aboard the trawler which was led to her bow. The coxswain began the very skilful task of turning the trawler's bow to the south, while trying to keep his own vessel's head to sea.

There was a serious danger of the tow pulling the lifeboat over on her side and the line had to be watched closely by the crew who were ready to cut it instantly if necessary.

Just as the trawler's bow came on to a south-easterly heading a huge breakingsea, some 20 feet high, lifted the lifeboat's bow and threw her astern, instantly slackening the towline. As her bow fell into the following trough the line brought up, veering it around the towline post and causing severe burning.

Coxswain Cannon dropped the lifeboat astern so that the tow could be re-secured clear of the damaged section; he then resumed the towing manoeuvre.

Within minutes another sea caused the same to happen again but this time the end of the towline was lost. The crew managed to retrieve the line from the water and it was re-connected.

When towing resumed Crew Member Petts (aboard the trawler) radioed that the main engines were being started and that the Gloire a Marie II's stern was beginning to clear the shallows.

When the two vessels were in deeper water the tow was disconnected: it would have been impossible to tow the trawler into Ramsgate harbour and unnecessary as she now reported having full control and power. Visibility was still poor and with the lifeboat's searchlight trained aft, the coxswain led the trawler towards Ramsgate. The seas were short, confused and breaking heavily, and Coxswain Cannon brought his crew into shelter before making the north-westerly turn for the harbour entrance.

At 2130 the lifeboat and trawler entered harbour and moored in the lee of the east pier. The lifeboat was refuelled and reported ready again for service at 2215. Harbour users could not remember worse weather than on the night of this rescue. Nine boats sank at their moorings inside the harbour and buildings on the east pier suffered structural damage.

Following this service the silver medal was awarded to Coxswain/Mechanic Ronald Cannon. Silver medal service certificates were awarded to Second Coxswain Derek Pegden and Crew Members Ronald Blay. Alan Bray, Michael Petts, Nigel Stephens, Raymond Noble and John Cheesman.

A letter of thanks, signed by Rear Admiral W. J. Graham, director, was also sent to the east pier watchman, Kenton Evans, for his assistance to the coxswain during the service.

East Division Coaster aground LATE ON THE NIGHT OF Saturday November 9, 1985, the Dutch coaster, Anne, radioed that she was dragging her anchor and getting close to Long Scar rocks near Hartlepool. There was a north-north-easterly strong gale force 9, gusting to violent storm force 11 and the lifeboat crew were immediately mustered.

By 0010 on November 10 the Anne was aground on the rocks and five minutes later Hartlepool's 44ft Waveney class lifeboat. The Scout, had slipped her moorings and was heading out to sea with Coxswain Robert Maiden at the helm.

It was overcast with heavy rain squalls, moderate visibility and continuous spray as the lifeboat left the harbour at full speed. Clear of the breakwater the full force of the very high breaking seas forced the coxswain to reduce speed as he headed towards the coaster's position, a mile to the south south east.

On arrival at 0030 the lifeboat put up a parachute illuminating flare which showed the Anne lying head north, hard aground on the south part of Long Scar rocks with heavy seas breaking across her decks. The north-easterly wind was still gusting to force 11, and heavy breaking 20ft seas were driving on to the rocks. It was 15 minutes before high water and there was therefore little or no tide in this position.

The coaster was in contact with Tees Harbour Radio and was waiting for tug assistance. Coxswain Maiden decided to stand by and positioned the lifeboat in Knock Hole, a deep to the south of the rocks where she was able to lie in comparative safety just 60 feet astern of the coaster.Some 20 minutes later the tugs were forced to turn back by the weather and a Sea King helicopter was scrambled from RAF Boulmer. At 0140 the helicopter arrived and the lifeboat illuminated the coaster's position with another parachute flare. The helicopter hovered for some time over the coaster and then moved off to a position astern of the lifeboat.

After a further ten minutes five men emerged from the coaster's accommodation at the stern and waved the lifeboat in. In the lee of the rocks the waves were moderated to 10 to 15 feet and the coxswain ran the lifeboat straight in towards the coaster's port after side, just forward of her accommodation, and positioned his starboard shoulder alongside.

The men threw their baggage aboard the lifeboat but then a heavy sea broke round and over the coaster, throwing the lifeboat's bow away and driving her astern and through 360 degrees. Coxswain Maiden now tried to go up on the coaster's starboard side but the seas were too heavy and dangerous and the lifeboat cleared astern and ran up the port side again.

This time two men were taken off just before another large sea swept the lifeboat's bow off and pushed her starboard quarter on to the coaster's coffin stern. The collision cut a small hole in the lifeboat's after cabin housing and bent some of the starboard stanchions.

The coxswain made another run in to the same position and two more crew members were taken off, the second of them, being slow to jump, was dragged aboard by the lifeboat crewmen on deck. Once more the lifeboat clearedastern with the four seamen aboard and took up station again in Knock Hole deep, standing by as the captain of the Anne had decided to stay on board.

After half an hour, by which time the tide had begun to fall, the coaster's captain was out of immediate danger and the lifeboat headed back to Hartlepool where the men were landed at 0306. The lifeboat crew then remained on stand-by until 0730.

Following this service the bronze medal was awarded to Coxswain Robert Maiden. Bronze medal service certificates were awarded to Second Coxswain/Mechanic David Wilson, Assistant Mechanic Oswald Rennie and Crew Members Eric Reeve, Edward Porritt and Ian Vincent.

East Division Yacht towed in THE HIGH WINDS OF Sunday August 11, 1985, which brought about a bronze medal service at St Peter Port, Guernsey and vellum services at Weymouth and Ramsgate (already reported in earlier issues), and which involved 39 stations in saving over 70 lives in one day, were also the reason for the coastguard to contact Bridlington lifeboat at 1437 on that same afternoon.

Several fishing cobles, some with angling parties aboard, were still at sea with the weather getting worse. When Bridlington's 37ft Oakley class lifeboat.

William Henry and Mary King, put to sea at 1454 with Coxswain Fred Walkington at the helm it was overcast with moderate visibility in rain showers.

The east by southerly force 6 to near gale force 7 wind was producing heavy breakers on the beach.

The lifeboat headed for four cobles which were making for the harbour entrance and escorted two of them in through the confused seas. The coxswain then received a request from Humber coastguard to go about a mile north of Hornsea where the coble Serene was trying to stand by a yacht which had set off a red flare. The lifeboat headed south to this position, but not before she had escorted the remaining two cobles safely into harbour.

By now the wind had increased and was blowing force 7 to gale force 8 and because the wipers had stopped working, Coxswain Walkington was forced to drop the windscreens which subjected the crew to the full force of the driven sea and spray.

At 1540 Serene and the yacht were in sight. The yacht had a small jib set and was heading east towards the shore which was less than a mile away. Her escort, the coble, was having difficulty in keeping close and standing by her.

Coxswain Walkington steered to within hailing distance of Serene whose crewtold him that they thought there were two, possibly three aboard the yacht, one of them a child.

The wind was stronger now and still giving 10ft breaking seas and the sky was heavily overcast with driving rain and poor visibility. The tide was setting north at 0.8 knots. The yacht had no radio so the coxswain made a run in close to her port side, holding position with helm and engines. He learned from the man in the cockpit who had a child with him that there was a woman and another child down below who were very ill with seasickness. The man was told to try to bring the yacht's head up further to the north and the lifeboat then cleared astern.

Coxswain Walkington decided he would have to tow the yacht as she was so near to the shore, but first he would take aboard the two children and the woman. He made a second run in to tell the yachtsman what he intended to do and by this time the man had managed to bring the yacht up to a north-westerly heading.

Again the lifeboat closed the yacht and this time the coxswain brought his starboard side up along the yacht's port side allowing wind and weather to hold her there. Seas broke over both vessels and the yacht was at one point lifted on to the lifeboat's starboard guard chains and stanchions causing some damage.

The two children were brought safely aboard the lifeboat, however, and the woman who was too ill to help herself was also taken off with some difficulty.

A tow rope was then passed to the yacht and Coxswain Walkington manoeuvred slowly ahead on his engines allowing plenty of slack. The yachtsman was instructed to lower his jib and with about 100ft of tow rope out both vessels were brought up to the north.

As the tow headed back towards Bridlington in the rough quartering sea the coxswain had constantly to adjust his speed as the 28ft yacht surged forward on the wave crests. The children and the woman on board the lifeboat were covered with blankets and tended throughout the passage by the lifeboat crew. At 1645 the tow was shortened and the yacht taken through the rough confused seas in the harbour entrance.

During this manoeuvre the lifeboat heard over the radio that another incident had developed just outside the harbour. A coble, Valhalla, with an angling party on board had got into trouble and was now breaking up under the north harbour wall. Coxswain Walkington passed the yacht and her occupants into the care of a fishing vessel inside the harbour and cleared the harbour once more.

For the next 35 minutes the lifeboat lay off in broken water north of the north wall where Valhalla had been driven while an RAF helicopter winched her occupants to safety. When they were all accounted for the lifeboat re-entered Bridlington harbour, escorting another coble on the way.

Reports were now coming in that a cabin cruiser may be missing so the lifeboat left the harbour once again at 1810. It was soon learned that the cabin cruiser was, in fact, safe and the lifeboat returned to the beach using her drogue and was rehoused and ready for service at 1910.

Following this service the thanks of the Institution on vellum was presentedto Coxswain Fred Walkington and vellum service certificates were presented to Second Coxswain Anthony Ayre, Assistant Mechanic Brian Cundall and Crew Members Rowland Stork, Paul Staveley, Nicholas Wood and Harry Wood.

South East Division Anglers landed THE FISHING VESSEL Duke Senior appeared to be in difficulties near the entrance to Whitstable harbour just after midday on Sunday January 19, 1986. There were a number of people on board, thought to be anglers, and the boat was listing heavily in the strong westerly force 9 gale and short, steep five to six foot waves.

Consideration was given to launching Whitstable's rigid inflatable Atlantic 21 lifeboat but when at 1225, 20 minutes before low water, the fishing boat ran aground just off the harbour, the station honorary secretary decided he would wait till the rising tide to launch the lifeboat. She could then escort the fishing vessel into Whitstable harbour when she had refloated.

When the lifeboat, British Diver, launched at 1438 manned by Helmsman Michael Gambrill and Crew Members Nigel Scammell, Richard Judge and Eric McGonagle, the fishing boat had refloated and was already two miles north west of Whitstable harbour and in danger of grounding again. The wind was still westerly, gusting to force 9 and the flooding tide made for wind over tide which produced short, steep six to seven foot waves with a three foot swell.

Visibility was reduced by occasional rain squalls, spume and spray.

It took nine minutes for the lifeboat to reach the fishing vessel which was still listing heavily, appearing to be down by the port quarter. Michael Gambrill drove the lifeboat alongside Duke Senior and Crew Member Richard Judge jumped aboard.

The reason for the fishing vessel's list to port turned out to be the weight distribution of the 14 people on board the 24ft boat of narrow beam and shallow draft. Helmsman Gambrill considered transferring some of the anglers to the lifeboat but they were reluctant to leave the fishing vessel. After consulting her skipper, the helmsman decided to escort the fishing boat into the Swale estuary where she would gain some protection from the wind and sea.

The two vessels cleared Pollard Spit and entered the Swale. At 1543 the fishing boat was placed on a mooring near Harty Ferry. The lifeboat then took nine of the angling party ashore where the lifeboat crew helped the anglers to wade through the mud to dry land. The wind had by now increased to storm force 10 and there were three to four foot seas at Harty Ferry. By 1610 the last three anglers were ashore, the skipper and crew member having decided to say on board at the mooring until the weather and tide allowed them to enter Faversham Creek.

On her return to station and once clear of Shell Ness the lifeboat encountered very rough seas rounding Pollard Spit. The wind was westerly storm 10 and there were eight foot seas making it too rough either to recover the lifeboat on the drive on/drive off trolley or even to beach her. Michael Gambrill decided instead to enter Whitstable harbour.

The seas were very rough and confused at the harbour entrance with a scend into the harbour. The honorary secretary stationed members of the crew on both sides of the harbour entrance with heaving lines and lifebuoys and the coastguard was asked to alert the RAF helicopter at Mansion in case help was needed. At 1653 the lifeboat safely entered Whitstable harbour and by 1730 she was refuelled and ready again for service.

For this service the thanks of the Institution on vellum was presented to Helmsman Michael Gambrill while framed letters of thanks signed by the Duke of Atholl, chairman of the RNLI, were presented to Crew Members Nigel Scammell, Richard Judge and Eric McGonagle.West Division Saved from drowning A 71-YEAR-OLD MAN was out fishing alone in his 9ft wooden dinghy on the afternoon of Monday September 9, 1985.

The weather was fair, there was a moderate south-south-westerly breeze, force 4, with a slight sea in the shelter of the land. It was three hours before high water springs with the tide setting easterly at about one and a half knots.

The dinghy was at anchor, lying to the tide, beam on to the weather when its occupant reached across the boat for a bailer. The shift of weight made the dinghy capsize and the man was thrown into the water. He managed to keep hold of the boat, right it and shout for help but then he lost his grip on the boat and began to drift away. He was not a good swimmer and was also wearing sea boots and oilskins with no lifejacket. He did succeed in grabbing an oar which was floating nearby but could not stay afloat and eventually lost consciousness.

Another boat, a 15ft clinker built Norwegian style dinghy was anchored about 150 to 200 yards away with Mr Gary Thomas and Mr Leonard Pritchard aboard; they were also fishing. Gary Thomas saw the other boat capsize and heard the man's cries. The two men immediately retrieved their fishing tackle and anchor, started their outboard and headed towards the capsized boat.

They arrived at the spot where the man had disappeared and could see him below the surface. As neither of them could swim particularly well and as they had no lifejackets and were wearing heavy sea-boots and oilskins, entering the water was out of the question.

Thomas leaned outboard and succeeded in grabbing hold of the man. But as he pulled him to the surface the weight caused his own boat to sink her gunwale.

Leonard Pritchard moved quickly to counteract the weight and Thomas was able to pull the man up to the gunwale.

However, he could not get him on board and Pritchard was unable to move to help him for fear of capsizing the boat. Instead, Pritchard steered the boat away from the lines and anchor rope of the empty boat and headed towards the shore with the man being towed alongside.

The casualty was purple faced and not breathing. Thomas shook him repeatedly against the gunwale, slapped him and shouted at him to try and get some response. He continued to do this for about three minutes after which time the man began to cough and bring up sea water. The shaking had induced a form of artificial respiration and stimulated breathing. After two more minutes the man was conscious enough to be able to hold on to the gunwale and follow instructions. They turned him round so that he had his back to theboat and his arms over the gunwale.

Then Pritchard counteracted the weight by leaning outboard on the opposite side of the boat while Thomas heaved the man aboard by his trousers. The boat then headed for the beach.

During the quarter of a mile run to the shore which took about six minutes both men kept asking the survivor questions to try to keep him conscious.

He was coughing continually and making choking noises but as neither rescuer had any First Aid experience they could give no other treatment.

At the beach numerous by-standers hauled the boat clear of the water with the three men aboard. At this point the lifeboat maroons were fired. Leonard Pritchard ran the 400 yards to Moelfre lifeboathouse to tell the coxswain that the casualty was already ashore but in need of medical attention. Coxswain William Roberts rang for an ambulance and the station honorary adviser. They both arrived ten minutes later and after briefly examining the man, Dr Parry Jones recommended he be taken to hospital. The man refused to go, saying he now felt fine so the ambulance and doctor left and the man went home. He was later taken ill at home and was taken to hospital where he stayed for a week.

After they had handed over the casualty, Thomas and Pritchard put off again, recovered the abandoned dinghy and towed it back to Moelfre.

Gary Thomas and Leonard Pritchard were presented with the thanks of the Institution on vellum for their swift and effective action, carried out in the true tradition of aiding a fellow mariner in distress.

East Division Tanker ablaze NEWS OF A COLLISION between the 76,000-tonne Greek tanker Orleans and a 295-tonne Dutch fishing vessel, Jan Van Toon, reached Cromer lifeboat station at 0815 on the morning of Friday January 24, 1986. The tanker, about 65 miles north east of Cromer had been struck on her starboard side in storm force 10 north-westerly winds and fire had broken out along half her length.

Oil was also spilling from her and she was only about three miles from some gas drilling platforms.

An RAF helicopter was first on the scene and had begun to lift off some of the tanker's crew and land them on a nearby gas rig. However, a second helicopter had to be sent when the first was forced to land on the gas rig after the winch wire had hit the rotor blades.

Although there were some ships on standby in the area, it was not known how many and at 0830 Cromer's new 47ft Tyne class lifeboat, Ruby and Arthur Reed II, launched under the command of Coxswain Richard Davies and set out on the long passage out to the casualty.

The sea was very rough and while at the station the wind was gusting to gale force 8, as the lifeboat neared the tanker some three and a half hours later, winds had reached storm force 10 gusting to hurricane force 12.

On arrival the lifeboat checked the tanker for leaks and the state of the fire which was confined to one tank and under control. For a while, one of the tanker's crewmen was unaccounted for but when he was found to be safe the lifeboat began stand-by duty until the tug Smit-Lloyd 123 was able to take Orleans in tow.

Throughout the 1 '/z hours of standing by, the lifeboat and her crew endured winds up to SOmph, waves between 20 and 25ft, snow, sleet, rain and very low temperatures. At 1335 the tow was safely under way; the lifeboat was now able to leave the scene and began to escort a vessel which had 13 survivors from the tanker aboard back to Great Yarmouth. They arrived at 1830, ten hours after the lifeboat had launched.

The weather had damaged the lifeboat's VHP aerials, her MF radio and radar and various repairs had to be carried out before she could go back on station, ready again for service at 1030 on the morning of Monday January 27.

Following this service a letter of appreciation, signed by Cdr Bruce Cairns, chief of operations, was sent to Coxswain Richard Davies.

West Division Vital illumination JUST AFTER 1900 on the evening of Wednesday February 12, 1986, Douglas, Isle of Man, lifeboat station's deputy launching authority was telephoned by Ramsey coastguard. An accident had happened close to Douglas breakwater and it was thought that two people were lying injured at the low water area on the seaward side of the breakwater. A coastguard cliff rescue team had already been despatched to the scene and at 1916 Douglas' 46ft 9in Watson class lifeboat, R. A. Colby Cubbin No 7, under the command of Coxswain Robert Corran, left the slipway and headed for the eastern side of the breakwater.

An onshore east-south-easterly near gale force 7 was blowing, it was low water on a spring tide, the sea was rough and confused with heavy confused swell, it was pitch black and temperatures were close to freezing. As the lifeboat steamed towards the scene of the accident, more details of what had happened came over the radio. A Searider inflatable boarding craft from HMS Lindisfarne had suffered engine failure close to the breakwater on her way back to the ship. She had then overturned and, while one of the occupants, although injured, was already safely ashore, the other was still lying, possibly injured, near the low water mark.

On arrival. Coxswain Corran manoeuvred the lifeboat to within 80 feet of the breakwater and held her in positionusing the engines while a searchlight was beamed towards the casualty.

(With little room to manoeuvre and in the heavy confused sea and swell, to anchor would have been both timeconsuming and hazardous.) Although the searchlight could not be totally effective in illuminating the efforts of the cliff rescue team in the conditions, searchlight operator Robert Kerruish stuck to his task throughout, despite the biting cold and the heavy seas which were sweeping over the lifeboat. To provide more light the lifeboat crew fired white flares at frequent intervals and this enabled the rescue team to reach the man (whose ankle was broken) and bring him safely up on to the breakwater.

The lifeboat returned to station at 1945, was rehoused and when, at 2100, the crew had thawed out they reported that they were in all respects ready again for service.

A letter of appreciation signed by Cdr Bruce Cairns, chief of operations, was later sent to Coxswain Robert Corran for the part he and his crew played in the rescue of the two Royal Navy men.

West Division Difficult launch A REPORT FROM LIVERPOOL COASTGUARD that a small fishing vessel was in trouble in the Dee estuary was received by Hoylake lifeboat station at 1050 on the morning of Monday March 24, 1986. A north-north-westerly force 8 gale, gusting to force 9 and 10 was blowing and the tide had been on the ebb for an hour.

Hoylake's 37ft 6in Rother class lifeboat, Mary Gabriel, was towed on her carriage towards the sea. To reach the position of the fishing vessel Coxswain John McDermott realised that he could avoid the one hour passage around East Bank by towing the lifeboat by tractor in about 2Vi feet of water across the bank's flat top towards Hilbre Swash.

The launching falls were taken aboard the tractor to prevent them from being washed off the lifeboat's carriage and from going under the tracks. Then, about half a mile from the boathouse, approaching the surf on the edge of the deeper water, the tractor was turned and the lifeboat's bows pointed head to wind ready for the launch. Stan Bird, the head launcher, managed to wade to the bows to release the bow chain and then back aft again to help the coxswain who was coupling up the launching falls and trying to get the locking pins into the steering on the carriage. By the time they had succeeded both the coxswain and head launcher were up to their necks in the heavy surf which was bursting around the carriage.

When he was satisfied that all was well Coxswain McDermott asked his crew to pull him aboard and the tractor then began pushing the lifeboat and carriage seaward. All went well until a particularly large sea hit the lifeboat, followed immediately by a second one.

Suddenly the lifeboat and carriage became detached from the tractor and only the fast reactions of tractor driver Eric Eccles stopped the tractor from continuing on and causing severe damage to the lifeboat.

In the confusion the lifeboat and tractor did come into momentary contact causing slight damage to the lifeboat's rudder and tractor's hand-rails.

However, before any more damage could be done, Coxswain MacDermott, immediately he realised what had happened, ordered the tractor to reverse taking the weight on the launching falls.

The slips were released and the lifeboat catapulted off her carriage.

Although she was not in quite deep enough water, the lifeboat managed to claw her way off the bank, through the broken water and, bottoming several times she eventually reached deeper water. The coxswain then steered the lifeboat round Hilbre Island and on Hoylake lifeboat, Mary Gabriel, is pushed on her carriage before a launch.

towards Welshman Buoy. A few minutes later Liverpool coastguard reported that the fishing vessel in distress had managed to reach safety in an inlet on the Welsh side of the Dee estuary.

The lifeboat headed back, but because East Hoyle Bank was still covered by surf, she had to be kept afloat for a further hour until the bank was uncovered enough to beach the lifeboat safely. By 1355 she had been recovered, towed back to station, washed down, refuelled and was ready again for service.

A letter signed by Cdr Bruce Cairns, chief of operations, was sent to the station honorary secretary of Hoylake following this service passing on the Institution's warm appreciation to the coxswain, crew and shore helpers for their efforts.

Scotland South Division Hurricane force 12 STORM FORCE WINDS, gusting to hurricane force 12 from the west south west, were sweeping the west coast of Scotland on the morning of Thursday March 20, 1986, when the Troon pilot heard over his radio that the fishing vessel Golden Years was in trouble and in need of a lifeboat 3'/2 miles north west of Troon.

Twelve minutes later, at 0925, the relief 44 ft Waveney class lifeboat, Margaret Graham, on temporary duty at Troon, was heading out to sea with Coxswain/Mechanic Ian Johnson at the helm. Visibility was poor in the rain squalls and although the sea was moderate when the lifeboat set out, once she neared the more exposed position of the fishing vessel, the sea had become very rough with a 20 to 30 foot swell.

Another fishing vessel was standing by when the lifeboat arrived; Golden Years had been hit by a large sea which had stove in the wheelhouse, knocking out both radio and radar and her nets continued on page 32.