West Division Injured swimmer A SOUTH-WESTERLY NEAR GALE force 7 was blowing on the afternoon of Saturday August 2, 1986, when the honorary secretary of Tenby lifeboat station was told by Milford Haven coastguard that a swimmer off Monkstone Beach was being knocked against outlying rocks and bleeding badly.

A minute later at 1602 the station's 16ft D class inflatable lifeboat, which had been standing by off the slipway, set off for Monkstone Point manned by Helmsman Dennis Young and Crew Member Robert James. The sea was slight at the slipway but there was a moderate south-south-easterly groundswell and in view of this and the wind the station's 46ft 9in Watson class lifeboat Henry Comber Brown was also launched to give support to the D class.

Monkstone Point lay V/i miles to the north north east and while the inflatable lifeboat made best possible speed towards it, a coastguard cliff rescue team arrived at the scene where they could see the swimmer, a 20-year-old man, on the western side of the largest of the rocks between Monkstone Point and Monkstone Rock. The man was clinging to the rock, badly shocked and obviously suffering both from hypothermia and multiple lacerations to the body. He had managed to climb clear of the breaking seas but was being covered with spray and the upsurge from larger breakers.

The seas were eight to ten feet high with a residual groundswell of eight feet. The tide had one hour of flood left and there was a strong undertow caused by back eddies out of Saundersfoot Bay to the north. (The flood tide runs south at about one knot between the rocks at Monkstone Point because of the back eddy effect.) Helmsman Young had been given the casualty's position by the cliff rescue team and now approached the rocks from the south to assess the situation.

He soon realised that in those seas he could not possibly attempt to take the man off with only one crew member.

He therefore went about and headed back to meet Henry Comber Brown, still on her way from the station. Second Coxswain John John and EmergencyMechanic Roy Young volunteered to join the inflatable lifeboat and once they were embarked the D class returned to a position off the rocks.

With Second Coxswain John in charge of the anchor and Robert James and Roy Young detailed to deal with the casualty, Helmsman Young approached the rock and then turned head to sea when he was some 30 feet to the south of it. The anchor was released and the lifeboat veered down astern against the steadying effect of the anchor cable until she reached relative calm in the lee of the rock. Breaking waves which repeatedly filled the lifeboat made the manoeuvre difficult, particularly when three times the anchor warp came out of the bow fairlead. When this happened the lifeboat presented her shoulder rather than her bow to the sea to perilous effect. To reduce the risk John John leaned as far forward as possible while tending the anchor and replaced the warp in the fairlead as quickly as possible on each occasion.

In a comparatively calm patch Helmsman Young tried to bring the lifeboat up against the north east side of the rock but a large sea caught her and again the warp left the fairlead. At the second attempt Crew Member Young leapt into the water while the lifeboat was in a trough at the base of the rock.

As the next swell came in he was lifted up and was able to scramble on to the rock. He found the injured man, examined him and then signalled for further help. Robert James used the same method to get on to the rock and helped to bring the casualty to a position where he could be put aboard the lifeboat.

The D class closed the rock and a survivor's lifejacket was passed to Roy Young who with his fellow crew member had difficulty in putting it on to the swimmer who was unco-operative due to shock and hypothermia. Neither was he willing to leave the rock for the lifeboat which was pitching heavily in the sea and swell but the two lifeboatmen eventually positioned themselves with the casualty between them and as the helmsman brought the lifeboat alongside, they jumped, taking the swimmer with them.

Clear of the rock. Helmsman Young headed seaward while Second Coxswain John hauled in the anchor. The man was wrapped in a survivor's sheet and protected by the crew members as much as possible from wind, sea and the pounding of the lifeboat. While the inflatable had been standing by to take the man off the rock the anchor warp had twice more left the fairlead and alarge piece of trawl net that could be seen surging in and out of the gap where the lifeboat lay complicated manoeuvring still further.

Once out of the relative calm and into the surf progress became extremely hazardous and the inflatable lifeboat shipped a lot of water. Helmsman Young used much skill in keeping bow on to the seas and his crew supported him by keeping their weight well forward and warned of approaching seas, rocks and debris.

Henry Comber Brown was lying hove to outside the surf line and it was decided to put the survivor aboard the larger lifeboat to give him more warmth and comfort. The D class was placed along the leeside of the Watson class and the man transferred. The two lifeboats then headed back to Tenby Harbour in company so that Coxswain William Thomas at the helm of Henry Comber Brown could keep an eye on the inflatable's progress. By 1700 the injured man was safely ashore and aboard an ambulance bound for Tenby Cottage Hospital.

In praising the bravery and seamanship of the inflatable's helmsman and his crew, the coastguard sector officer of the cliff rescue team who had witnessed the entire incident said he had not expected the lifeboat to be able to carry out the rescue and any attempt by his own team would only have resulted in injury to one of them.

Following this service the thanks of the Institution on vellum was presented to Helmsman Dennis Young, Second Coxswain John John and Crew Members Robert James and Roy Young.

Scotland South Division Fishing boat sinks AT 1235 on Thursday August 21, 1986, Oban Coastguard informed Mr A.

McLellan, honorary secretary of Mallaig lifeboat station, that a fishing vessel had struck rocks on the south coast of Rhum and required immediate assistance.

The maroons were fired at 1240 and at 1250 the relief 52ft Arun class lifeboat, Sir Max Aitken, on temporary duty at Mallaig, launched on service with Acting Coxswain John Henderson in command.

The weather was good with a slight north easterly breeze, smooth sea, slight swell and good visibility. The lifeboat arrived off Sgeirean Mora at 1350 to find the fishing vessel LBP fast aground by the stern, lifted to port and making water. A salvage pump from Skye was awaited and the fishing vessel Amaryllis was standing by.

On arrival, Acting Coxswain Henderson ordered the lifeboat's inflatable Y boat to be launched and Acting Mechanic Ian MacNaughton and Crew Member Iain MacDonald boarded the casualty to inspect the damage. At 1420 a Sea King helicopter from RAF Lossiemouth arrived and transferred a Coastguard salvage pump on to the vessel.

The pump would not start so the lifeboat's salvage pump was transferred to the fishing boat under the supervision of Acting Mechanic MacNaughton. The tide turned at 1430 and by 1500 it became apparent that the water level was gaining. Acting Mechanic Mac- Naughton and the helicopter winchman advised the fishermen to don lifejackets but they declined. Meanwhile the Y boat stood by clear of the casualty.

Acting Coxswain Henderson could see that the casualty's bow was in danger of washing further towards the shore. A line was passed and the lifeboat held the vessel square on to the reef. The fishing vessel Amaryllis held the lifeboat's stem uptide. Shortly after 1500 LBP slid off the reef and began to settle very quickly. The tow line was cut and Acting Mechanic MacNaughton and the three fishermen found themselves in the water.

Two of the fishermen could swim but the third could not, panicked, thrashedabout and sank. Acting Mechanic Mac- Naughton quickly dived and recovered the man and supported him until the Y boat and the lifeboat were able to recover all four men. The Y boat was hauled back aboard the lifeboat which then returned to Mallaig Harbour. The three survivors were landed at 1720 suffering no ill effects.

Following this service the thanks of the RNLI on vellum was presented to Acting Mechanic Ian MacNaughton.

Vellum service certificates were presented to Acting Coxswain John Henderson and Crew Members Albert McMinn, Craig Ramsay, Alexander MacKinnon, George Lawrie and Iain MacDonald.

West Division Vellum service LAST QUARTER'S issue of THE LIFEBOAT reported a service on May 25, 1986 by Ramsey lifeboat to three yachts in trouble at the end of Isle of Man's round the island race. The three yachts were towed one after the other safely into Ramsey Harbour through high seas and force 10 winds.

A letter of thanks was originally sent to the station and since then Coxswain James Kinnin has been awarded the thanks of the RNLI on vellum for this seven hour service. Vellum service certificates were also received by his crew, Second Coxswain Douglas Martin, Acting Mechanic Ronald Crowe, Emergency Mechanic Gerald Evison and Crew Members Kevin Crowe, Alan Christian, Kim Holland and Anthony Gaines.

South West Division Long search rewarded FOLLOWING A REPORT that some people had been cut off by the tide in the Beacon Cove area, Newquay's 17ft 6in C class inflatable lifeboat had launched on the afternoon of Sunday August 3, 1986. It was a fine day with only a light breeze blowing from the west south west.

Helmsman Norman Bailey and his crew Mark Killingback, Paul Rockall and Mark Mahoney had searched the cove thoroughly with a crew member put ashore to investigate areas not visible from the sea or cliff top. When nothing was found it had been assumed that the people concerned had reached safety on their own and the lifeboat was stood down.

It was 1545 and the lifeboat was bound for harbour when the message came through that someone had now reported seeing a body on Bedruthan Beach. It was not certain whether the body was in fact dead and the stationhonorary secretary therefore asked the lifeboat to investigate. Halfway there the lifeboat helmsman was informed over the radio that the casualty was indeed alive but badly injured.

On arrival the lifeboat was asked by an auxiliary coastguard to search south of Bedruthan Steps as the original informant was still unable to pinpoint the exact position of the casualty. The crew could find nothing and just as they began to search north of the steps they heard that the auxiliary coastguard had spotted some clothes on a rock on the shore side of Pendaves Rock.

The lifeboat headed for the clothes and, below them, lying on another rock was the injured man. He was only just above the waterline, semi-conscious and bleeding badly from severe head injuries. The lifeboat's line of approach was strewn with underwater rocks and Helmsman Bailey therefore stopped both engines and tilted them while the lifeboat was paddled towards the rock where the casualty lay.

The crew climbed on to the rock, bandaged the man's head with field dressings, put a survivor's lifejacket on him and wrapped him in survivor's sheets. Then, carefully, he was lowered into the lifeboat, the task being made all the more difficult by the wash at the base of the rock.

With the survivor on board, the lifeboat was paddled clear of the underwater rocks. The engines were dropped and started, the helmsman manoeuvring into clear water to seaward.

The injured man was beginning to show signs of shock and Helmsman Bailey knew he needed hospital treatment as soon as possible. A helicopter was called and when it arrived a diver with a basket stretcher was lowered on to the lifeboat. The casualty was lifted into the stretcher and then winched back up with the diver to the helicopter which flew to Treliske Hospital. The lifeboat, meanwhile, returned to station where she was rehoused at 1713.

Following this service a letter of appreciation signed by Lt Cdr Brian Miles, deputy director and chief of operations, was sent to Helmsman Norman Bailey and his crew.

East Divison Swamped A 15FT SAILING DINGHY with three people on board had set off for a day's fishing off Flamborough Head on the morning of Sunday September 21,1986. On their return the dinghy capsized just off Smethwick Sands. The crew succeeded in righting her but she capsized again and then again until the dinghy was finally swamped leaving the youngest occupant still aboard and the other two men in the water clinging to the side.

They had however managed to fire an orange smoke distress signal which was seen and reported to Bridlington Coastguard.

At 1306 Bridlington's 16ft D class inflatable lifeboat launched with Helmsman Andrew Brompton and Crew Members Clive Rank and Keith Turnbull on board. The sea was smooth at the launching point but once the lifeboat was abeam Hamilton Hill she lost the lee of the land and beyond the protection of Smethwick Sands she began to encounter large rolling seas.

A moderate to fresh westerly breeze force 4 to 5 was blowing with a moderate sea and six to eight foot swell as the lifeboat began her search. A coastguard Land Rover was on the nearby cliff top and directed the lifeboat to various objects which might have been the casualty but nothing was found. By 1340 the lifeboat was in a position some 2'/2 miles offshore which the coastguard reckoned to be where the smoke had originally been sighted. Still nothing was to be seen and so now the helmsman decided that wind and tide could have taken the casualty further out to sea. After heading half a mile further offshore Helmsman Brompton reported to the coastguard that he would begin a box search.

Minutes later the lifeboat crew saw what appeared to be a mast showing every now and then over the swells.

Soon they knew it was the casualty, swamped and barely on the surface.

The two people in the water were still clinging on and the youth was still on board.

Sails and lines were floating in thewater and the helmsman steered through them with care towards the dinghy. As one of the two men in the water was being hauled aboard and the youth taken from the dinghy itself, the other man was seen to let go his grip and would have drifted away had not Helmsman Brompton quickly rounded the dinghy to stop him.

The survivors were all found to be showing signs of hypothermia once aboard the lifeboat. The lifeboat crew covered them as well as possible in the circumstances. The helmsman headed for Barnston as it was the nearest shore and radioed for an ambulance to meet the survivors.

The lifeboat was forced to make the three mile run into the beach at reduced speed, meeting the head wind and breaking seas which continually swamped her. The self bailers were in constant use. Helmsman Brompton asked the coastguard Land Rover to direct them towards the beach as spray was obscuring his view. It took 25 minutes to reach Barnston where the three survivors were landed, one needing a stretcher into the ambulance.

The coastguard were concerned that the swamped sailing dinghy would be a hazard to other boats so the lifeboat then returned to where she had drifted, about 41/2 miles south east of Bridlington Piers. The first tow line parted but the second held and the dinghy was towed slowly through large seas until the lee of the land and Smethwick Sands was reached. Finally the dinghy was beached at 1551 and the lifeboat returned to station ten minutes later.

Following this service, a letter signed by Cdr Bruce Cairns, chief of operations, was sent to Helmsman Andrew Brompton in appreciation of his tenacity and of the efforts of his crew.

Ireland Division Dinghies capsize A NEAR GALE, south-south-westerly force 7, was blowing on the afternoon of Saturday July 26, 1986, when Mrs Helen Nicholson noticed that a number of sailing boats were in difficulty off Hook Lighthouse and Waterford Harbour.

She telephoned the honorary secretary of Dunmore East lifeboat station who, at 1745, fired the maroons tosummon the crew. Five minutes later the relief 44ft Waveney class lifeboat, Arthur and Blanche Harris, on temporary duty at Dunmore East, was heading for the scene, Coxswain Brendan Glody at the helm. By now it had been confirmed that four Flying 15s and one National 18 dinghy had capsized and all their crews, 11 people in all, had been thrown into the water.

Six of these people had been picked up by other boats in the area by the time the lifeboat reached the scene but there were still five people in the water when she arrived. The sea was rough and Coxswain Glody showed some expert handling and seamanship as he manoeuvred the lifeboat into position while his crew hauled the remaining dinghy sailors aboard, all of them fortunately unharmed.

During the return passage to Dunmore East, Crew Member Jim Leach entered the water to attach a tow line to one of the Flying 15s. However, it was too rough and the tow had to be abandoned, the dinghy eventually sinkqing in the estuary. The lifeboat was back in Dunmore East at 1930, the survivors landed and by 2015 she was remoored, ready again for service.

A letter signed by Rear Admiral W. J. Graham, director, was sent to the honorary secretary of Dunmore East following this service in appreciation of Coxswain Glody and his crew's efficient work in difficult conditions.

Scotland South Division Gas tanker aground A DANISH GAS TANKER, Inga Tholstrup, ran aground on Craig Waugh, two miles south east of Inchkeith in the Firth of Forth, early in the morning of Monday November 10, 1986. Forth Coastguard alerted Dunbar lifeboat station, 20 miles to the east of the accident, and by 0815 the 47ft Watson class lifeboat, Joseph Soar (Civil Service No 34) was heading for the casualty.

Although visibility was good a southwesterly gale force 8, gusting to storm 10, was blowing and there were very high seas with 10 foot swell in the whole area. It took two and a half hours to reach Inga Tholstrup, a 2,000 tonne tanker with a cargo of Alphabutylene gas on board. She was firmly aground but it was hoped that she could be towed off by attendant tugs on the next high tide which was due at 2200.

Rescue helicopters from RAF Leuchars were also on scene but the gale force wind was making their task very difficult. The casualty wanted three of her crew members taken off and so Dunbar lifeboat, under the command of Coxswain Noel Wright, ran alongside, took the three men aboard and proceeded to Leith where they were landed.

She then returned to the grounded tanker to await further developments.

As the day progressed it became clear that with her cargo of liquid gas, any attempt to refloat Inga Tholstrup would be extremely dangerous. Urgent discussions were held between the owners, underwriters and the port authorities as to the best solution and it was finally decided that the safest course of action was to unload the tanker before making any attempt to refloat her. Because of the prevailing weather this plan was also fraught with danger and Forth Coastguard asked Dunbar lifeboat to remain on scene during the operation. The divisional inspector for Scotland South was informed and he arranged for Anstruther's 37ft Oakley class lifeboat, The Doctors, to provide relief for Dunbar lifeboat and remain on station in the vicinity during daylight hours. Dunbar lifeboat was duly relieved by Anstruther lifeboat at 1200 on Tuesday November 11 and a pattern of watches was established for the next three days.

Two sister ships of the casualty, Elisabet and Tina Tholstrup, arrived on scene and, with improving weather and sea conditions, the unloading operation began and continued throughout Wednesday 12 and Thursday 13. During this period, as indeed throughout the entire service, a total ban on smokingand the use of naked flame was strictly applied and all other shipping in the area was requested to keep well clear of the casualty.

With the successful transfer of her cargo completed Inga Tholstrup was towed off Craig Waugh at 2200 on Thursday November 13 by a tug and safely anchored at Cockenzie at 2235.

At 2345 Forth Coastguard advised that lifeboat cover would no longer be required and both lifeboats proceeded to their respective harbours. Dunbar lifeboat arrived at 0230 on Friday November 14 where she refuelled, remoored and was ready again for service by 0300 hrs. Anstruther lifeboat was home by 0200 and was rehoused later that day in daylight.

Following this service the honorary secretaries of both Dunbar and Anstruther lifeboat stations received letters signed by Rear Admiral W. J.

Graham, RNLI director, thanking the crews for their long and arduous service carried out in very uncomfortable conditions.

Ireland Division Aground in a storm IT WAS BLOWING A GALE from the south south east, gusting to storm force 10 at times when, on the evening of Friday December 12, 1986, the honorary secretary of Clogher Head lifeboat station received news that a fishing boat had run aground on Drogheda Bar.

At 1805 the station's 37ft Oakley class lifeboat, Valentine Wyndham-Quin, launched from her carriage under the command of Coxswain Fergal Sharkey and set out in darkness for the casualty, four miles to the south south west.

When the lifeboat reached the scene some 45 minutes later the fishing vessel, Gerlisa, had been driven off the bar by the heavy swell over the sandbanks and had fetched up aground on the lee shore at Baltray, north of Drogheda Bar.

The water was too shallow for the lifeboat to get near the stricken vessel.

So, at the request of Gerlisa's skipper, who feared for his crew's safety in the prevailing weather, a helicopter which had been standing by moved in to begin airlifting the crew to safety. Throughout this operation the lifeboat stood by.keeping radio contact on VHP and illuminating the scene with her searchlight and parachute flares.

By 2030 the five-man crew were all landed safely on the beach at Baltray.

The lifeboat returned to Clogher Head Pier at 2115 where the crew remained on board until midnight when the big tide and heavy seas had subsided sufficiently to allow the lifeboat to return to her carriage.

A letter was later sent to the station signed by Lt Cdr Brian Miles, deputy director and chief of operations, thanking Coxswain Fergal Sharkey and his crew for their commendable actions throughout this gruelling service.

South West Division Yacht saved by shore helpers ILFRACOMBE LIFEBOAT, the 37ft Oakley class Lloyds II, had launched to a yacht in difficulties in an east-north-easterly gale on the night of Friday June 20, 1986. With the help of a local sand dredger Arco Tamar which provided a lee, two lifeboat crew members boarded the yacht and a tow was successfully passed.

Soon after the lifeboat had launched on the service another yacht came into Ilfracombe's outer harbour and beached herself, her skipper believing such action was better than to anchor off the pier in the heavy sea running.

Shortly afterwards another yacht did the same thing in spite of warning shouts from the first yacht to keep out to sea.

This second yacht. Lucky Girl, a 26ft Westerly bilge keeler, only put out an anchor when she was aground and the sea from the east-north-easterly gale, running straight on to the beach, was giving both yachts a very rough time. As the tide came in Lucky Girl began to bounce her way up the beach. She could not haul off because her anchor mooring had parted and eventually she broached and nearly capsized.

At this point the lifeboat's tractor which had been awaiting the return of the lifeboat was brought down to the water line to light up the scene. Shore helpers were able to rig lines in the surf which, when hauled on from the shore, kept the bows of Lucky Girl pointing seawards. The shore helpers then secured a heavy manila rope from the lifeboat house to a permanent mooring on the beach above the water line which they finally passed to the yacht.

As the tide made, the yacht, still bouncing the beach in the surf, moved past the mooring so that her crew were able to heave themselves afloat. At this stage she was just short of being driven on to the inner harbour wall. The next low water revealed that two heavy concrete sinkers, to which the mooring rope was attached by harbour chain.

had been pulled right out of the sand.

The first yacht, meanwhile, had been able to get a line to the shore by which means the crew managed to haul themselves off the beach as the tide came in.

The chief of operations, Cdr Bruce Cairns, wrote to Ilfracombe's honorary secretary following this incident, thanking all the lifeboat shore helpers for their efforts in the wet, windy and dangerous conditions which undoubtedly saved Lucky Girl from being smashed against the harbour wall.

South West Division Family brought ashore ON THE EVENING OF August bank holiday Monday, August 25, 1986, the week of Hurricane Charlie, the honorary secretary of Weymouth lifeboat received a call from the coastguard to say that a family was marooned on their powered 25ft pleasure craft by gale force winds in the Fleet, an expanse of water that lies between Chesil Beach and the land.

At 1950 the relief 52ft Arun class lifeboat Ralph and Bonella Farrant, on temporary duty at Weymouth, slipped her mooring and headed into Portland Harbour. Coxswain/Mechanic Derek Sargent was at the helm. The wind was blowing at force 8 from the south, the sea was rough and there were squally rain showers. Three cables from Ferrybridge at the entrance to the Fleet the lifeboat stopped and the inflatable Y boat was lowered into the water. With Assistant Mechanic Colin Pavey and Crew Member Robert Gray aboard, the Y boat headed up the Fleet, guided by the torches of Portland Coastguard's mobile unit who were stationed on the landward side of Chesil Beach.

By now the wind had increased to storm force 10 and before long the inflatable dinghy lost VHP contact with the lifeboat. She carried on however, negotiating sandbanks and rough water until her crew came across the pleasure craft. She was pitching and rolling and the family aboard were very distressed and seasick.

The Y boat drew alongside and took off the mother and a one-year-old baby and landed them into the care of the waiting coastguards. They then returned to pick up the father, his fouryear- old son and a dog. When they were landed the inflatable made her way back to the lifeboat. There her crew re-boarded and the Y boat was recovered before the coxswain set a course for Weymouth Harbour. By 2130 the lifeboat was refuelled and ready again for service.

Following this service letters signed by Rear Admiral W. J. Graham, director, were sent to Assistant Mechanic Colin Pavey and Crew Member Robert Gray in appreciation of the calm and efficient way they carried out the rescue.

East Division Eleven hour escort TWO COMMERCIAL FISHING VESSELS, Kenneth William of Brancaster and Mor- Nita of Wells were at sea off Wells on the morning of Friday November 21, 1986 in a north-easterly storm force 10 and in very rough and heavy seas.

Neither were able to make any way and had therefore asked Wells lifeboat for assistance.

At 0729 the 37ft Oakley lifeboat Ernest Tom Neathercoat launched from her carriage with Coxswain Anthony Jordan at the helm. The events of the next eleven hours during which time the lifeboat was at sea standing by and escorting the two fishing vessels are very well described by the lifeboat's log of radio telephony messages on Channel 6 to and from Wells and Yarmouth Coastguard, two RAF helicopters, the fishing boats and Wells lifeboat house.

At 0742 Wells Coastguard radioed to the rescue centre at Yarmouth: Bar is very rough. Suggest helicopter stands by.

0743 Yarmouth Coastguard to lifeboat: Suggest helicopter stands by.

Response: Agreed. It is very rough on the bar.

0752 Lifeboat to Mor-Nita: Coming alongside to pass lifejackets.

0759 Lifeboat to Wells Coastguard: Three lifejackets transferred to Mor-Nita.

0801 RAF rescue helicopter 125 to lifeboat: On wav to you. Request sit: rep: Response: Position quarter mile east of We/Is fairway buoy.

0803 Lifeboat to Kenneth William: Can you make way to westward'.' Response: Will do.

0808 Lifeboat to Mor-Nita: Can you stay here until we go back for Kenneth William? Response: Will do.

0809 Lifeboat to Wells Coastguard Request weather forecast.

Response: North east 6 to gale 8, becoming cyclonic 5 to 6, rain, visibilitv moderate to good.

0810 Helicopter to lifeboat: How manv people involved? Response: Two vessels involved, three persons on each.

0816 Helicopter to lifeboat: We are two miles from Fairwav.

Response: We have von visual.

0820 Helicopter to lifeboat: We will hang about in the area and keep an eve on things.

Response: Thank you, we will keep von informed.

0829 Lifeboat to Wells Coastguard: We have one boat with water circulation problems. [Kenneth William's engine circulating water and bilge pumps obstructed by shrimps.]0834 Wells Coastguard to lifeboat: Coltishall Met: say the weather will stay the same until lunchtime.

0838 Kenneth William to lifeboat: We still have water trouble.

0839 Helicopter to lifeboat: Would you like us to stand by until things are resolved? Response: Please stand by until the situation is resolved.

0844 Kenneth William to lifeboat: Problem solved for the moment.

0848 Lifeboat to Kenneth William: Can you come further to sea towards us? Response: Will do.

0851 Helicopter lands on beach car park and stands by with engines running.

0858 Wells Coastguard to lifeboat: Yarmouth Coastguard requests sit: rep: Response: Weather conditions very bad, very heavy swell, vessels dodging. Much too rough to bring them in yet. Kenneth William has water problem, might be OK in a while.

0902 Helicopter to Wells Coastguard (from car park): We are happy to stay here as long as necessary in view of awful conditions and can stand by as long as required.

0904 Lifeboat to Mor-Nita: Things are not improving much. We can only ride it out.

Response: Agree. We are getting used to it! [Kenneth William copied] 0906 Lifeboat to Kenneth William: Carry on out to westward so we can manoeuvre if necessary.

Response: Will do.

0907 Lifeboat to Wells Coastguard: We have lost our radar. Kenneth William's sounder is us 0908 Helicopter to Wells Coastguard: Have boats got life rafts? Response from Wells Coastguard (via lifeboat) Neither vessel has liferaft.

0938 Lifeboat to Mor-Nita (having checked on high water times and state of tide): Consider it best to keep dodging for now.

Response: Agreed.

0942 Lifeboat to Wells Coastguard: Due to very rough weather conditions we intend to ride it out with the other boats.

0955 Lifeboat to lifeboat house: Please check on conditions at harbour mouth.

Response: No grey water, it is white all across.

0958 (Lifeboat coxswain decides to have a look at bar) Helicopter to Wells Coastguard: When the lifeboat comes to look at the bar we will get airborne and escort them.

0959 Lifeboat to Wells Coastguard: We are coming in to look at conditions.

[Helicopter flies to harbour mouth).

1004 Lifeboat to Wells Coastguard: Sea state is too bad to bring the vessels in.

We will ride it out with them until the weather moderates.1005 Helicopter to lifeboat: / assume you still require me in the area in case I am needed.

Response: Affirmative.

Response from helicopter: We will return to landing site.

1015 Helicopter to Yarmouth Coastguard: /( is a scene of devastation out there, I propose to stay and stand by.

1036 Helicopter to Wells Coastguard: Have confirmed that we stay here until 1100 when we will he relieved by another Sea King (126), fully fuelled.

1037 Lifeboat to Wells Coastguard: Going to rig drogue and come through [harbour entrance! to see what it is like.

1040 Helicopter to lifeboat: We have vou visual.

1050 Lifeboat to Mor-Nita: Not very nice. Would not try to bring you in here.

Response: / intend to go up to Thornham Hole.

1054 Kenneth William to lifeboat: What is it like? Response: Much too rough to bring you in, we will come with you up to Thornham.

1056 Lifeboat to Wells Coastguard: Much too rough to bring them in. We are recovering drogue and will then go out and escort them.

1104 Yarmouth Coastguard to lifeboat: When will they get into Wells? Response: Much too rough now. Not until evening.

Response: What are their fuel states?Response: Mor-Nita has fuel for 20-24 hours.

1124 Rescue helicopter 126 (airborne) to lifeboat: Kenneth William looks as if engine has stopped. He looks all right at present.

Response: We are proceeding to him.

Response: He has started his engine again.

1131 Helicopter 126 returns to base after ascertaining stand-by is no longer required.

1133 Lifeboat to Kenneth William: How much fuel have you? Response: About half a tank. Enough fuel until tonight. [Yarmouth Coastguard copied.] 1225 Lifeboat to Yarmouth Coastguard: Present position half mile east of Brancaster Wreck. All going well.

1255 Yarmouth Coastguard to lifeboat: Reverting to channel 0 and 16 now.

1512 Lifeboat to Wells Coastguard: Nothing more to report, just dodging about.

1534 Wells Coastguard to lifeboat: What is the situation and what are your intentions? Response: Will let you know as soon as decided.

1555 Lifeboat to Wells Coastguard: Am going east with Mor-Nita to have a look at the entrance [to Brancaster Harbour].

Kenneth William is having a look at Brancaster.

1637 Wells Coastguard to lifeboat: How is Kenneth William getting on at Brancaster? Response: He is looking at entrance to harbour.

Sleep Robber [local boat] is going to assist.

Response: Would it be better to take Mor-Nita into Brancaster? 1642 Lifeboat to Mor-Nita: Are you happy to go into Brancaster? Response: Will go to Brancaster.

1659 Lifeboat to Wells Coastguard: Both vessels are happy to go into Brancaster on their own and we are returning to station.

1806 Lifeboat waits at Wells Harbourmouth to check on tide position.

1814 Lifeboat to Mor-Nita: How are you getting on? Response: We are nearly in now. Very many thanks.

1825 Lifeboat enters Wells harbour.

Following this service a letter signed by Lt Cdr Brian Miles, deputy director and chief of operations, was sent to the honorary secretary of Wells lifeboat station passing on appreciative thanks to Coxswain Anthony Jordan and his crew for their endurance and commendable actions.

South East Division Effective co-operation A FRESH WEST by southerly breeze gusting to near gale, force 7, was blowing along the south coast off Eastbourne on the afternoon of Monday September 1, 1986, when the town's 16ft D class inflatable lifeboat was asked to investigate a 100 ton sailing barge, Olive May, which had anchored in a dangerous position near a submerged wreck. The inflatable's crew soon discovered that the barge's anchor was not holding and she was drifting eastwards towards the shore. There were two adults and two four-year-old children aboard.

By 1500 Eastbourne's 37ft 6in Rother class lifeboat, Duke of Kent, had launched with Coxswain/Mechanic Graham Cole. When he reached the barge, he asked her skipper to raise the anchor so that he could be towed into deeper water. Two lifeboat crew members were put aboard to assist and, with the barge's anchor up, the inflatable lifeboat passed a tow line between the lifeboat and Olive May where it was attached to her anchor cable.

When the tow began there was only ten feet of water below the lifeboat and her coxswain headed seaward to clear the lee shore. It had now been decided to take the barge into Newhaven and the tow continued on at 3 knots into the wind. The flood tide began to set, the wind freshened from the west and the sea became rough. Newhaven's 52ft Arun class lifeboat, Keith Anderson, which had been on stand-by, was now asked to launch to give assistance.

Coxswain Len Patten was in command.

She arrived at 1757 and soon afterwards Eastbourne lifeboat passed the tow over to the Arun class. For a while all was well but then a message came from the barge that she had started leaking badly and her engine room was under four feet of water. The attempt to make Newhaven was abandoned and instead the tow headed for a safe anchorage in Eastbourne Bay. Meanwhile, Eastbourne lifeboat successfully transferred a pump from Newhaven lifeboat to the barge. A second pump was then flown in by Royal Navy helicopter, winched down to Eastbourne lifeboat and put aboard Olive May.An attempt to lower the helicopter's winchman on to the barge was unsuccessful and eventually Eastbourne's inflatable was asked to launch again to take the winchman off Eastbourne lifeboat (where he had been landed) and on to the barge which had by now been towed into smoother water. The barge was then anchored and Eastbourne lifeboat tied up alongside until the pumps had done their work. She then headed back to station with the skipper's wife and two children aboard and arrived there at 2027.

Newhaven lifeboat, as soon as Olive May was safely anchored, headed out to a position 16 miles south east of Newhaven.

While she had been towing the barge a message had come for her from the coastguard that a 22ft yacht, Marieta was in difficulties in heavy weather. At 2055 the yacht was sighted and soon taken in tow. Two hours later and six miles south east of Newhaven the lifeboat crew spotted a red flare to the south of them. Eastbourne lifeboat was immediately asked to launch once more to take up the tow of Marieta while Newhaven lifeboat headed south to investigate the flare.

At 2328 Newhaven lifeboat came upon the yacht Saeth which had fired the flare after a rope had fouled her propeller. The car ferry Chantilly and MV Paula were also standing by as the lifeboat secured a tow line to the yacht.

The lifeboat and yacht then set course for Newhaven. During this passage Coxswain Patten was able to direct Eastbourne lifeboat over the radio to the other yacht Marieta. She too was taken in tow and soon after Newhaven lifeboat had berthed her casualty inside Newhaven Harbour, Eastbourne's Rother class also entered Newhaven with Marieta.

It was now 0320 on September 2 and Eastbourne lifeboat set out again for home. However, before she finally returned to station she tied up alongside the barge Olive May to check that all was well. On finding that her engines were back in working order and her own pumps in service, the lifeboat left her and was back at station at 0700..