South East Division Film men rescued BRONZE MEDAL FILMING OF A STUNT for the latest James Bond film at Beachy Head, East Sussex, on Tuesday, December 9, 1986, took a dramatic turn when a 17ft outboard-powered Dory, recovering equipment from beneath the cliffs, capsized, pitching its three-man crew into the sea.

The stunt being filmed involved catapulting a Land Rover from the clifftop into the water and it was at 1400 that Coastguard Sector Officer Graham Russell, present for safety observation, was told to clear the cliff edge for an immediate "shooting".

Within minutes he was informed of the capsize by a film crew member and returned immediately to the cliff edge, where he sighted the Dory's three male occupants in the water and clinging to the upturned boat as it was driven towards the base of the cliffs.

The weather was fine, wind westerly force 4, but a strong breeze force 6 had abated only that morning, leaving a heavy sea and swell. High water was expected at 1729.

Sector Officer Russell tried to alert the film crew's chartered safety launch Trinitas on VHP Channel 16, but was told it was guarding Channel 37 in company with the back-up film vehicle parked some 200 yards from the cliff edge.

While contact was being made by the film crew, Sector Officer Russell alerted Dover Coastguard, asking for urgent lifeboat assistance and at 1417 the Eastbourne honorary secretary agreed to launch the station's 16ft D class inflatable lifeboat, Humphrey and Nora Tollemache.

Unavoidable transport problems delayed the third crew member and so the lifeboat launched from the beach at 1429 with a crew of two, as it was decided that with three people in the water speed was essential.

The lifeboat travelled westward at full speed and VHP radio contact was established with Sector Officer Russell,who made every effort to direct the lifeboat through the increasingly rocky and shallow area—breaking seas and surf making navigation hazardous.

Some 400 yards east of the lighthouse, Helmsman Ian Stringer veered his craft towards the shore. Crew Member Derek Tucker released the anchor and tended the cable, joining on an extra length provided for such services, as the helmsman drove astern into increasingly confused and breaking seas.

Closing to within 100 yards of the shore, the lifeboat struck the rocks twice, stalling the engine, which was then stopped and tilted to avoid damage.

Paddling was found to be impossible and Helmsman Stringer decided to go overside and tow the lifeboat shorewards, while Crew Member Tucker veered more cable.

The three survivors were found to be unhurt but bruised. Despite Helmsman Stringer's appeals to them to board the lifeboat, the owner refused to leave the Dory and so the four men righted the boat and collected equipment.

The incoming tide had now made the narrow beach untenable and after again pleading unsuccessfully with the men to join him, Helmsman Stringer reboarded the lifeboat. Crew Member Tucker hauled in the considerable length of anchor warp until clear water allowed the engine to be restarted.

Following a severe squall warning from Solent Coastguard, Helmsman Stringer moved the lifeboat further to the west for a second landing attempt.

Similar conditions were experienced as the anchor was dropped again and the lifeboat veered shorewards. Foul ground again led to the engine being tilted and Helmsman Stringer once more "walked" ashore, drawing the lifeboat to a position close by the swamped Dory.

The survivors still insisted they would only board the lifeboat if an attempt was made to save the Dory and Helmsman Stringer, concerned with the increasing height of breaking seas—now estimated at six to eight feet—agreed.

A tow was connected and the lifeboat hand-hauled into deeper water before starting the engine. As the Dory moved under tow, a heavy sea washed out all the salvaged equipment and the casualty became jammed in the rocks. Without further reference, Helmsman Stringer cut the tow, but a sea struck the lifeboat and he was thrown across the boat, breaking the VHP whip aerial as he fell.

At 1600, with the emergency aerial rigged, the lifeboat proceeded to the Trinitas and transferred the three survivors, who thanked the RNLI crew. Thelifeboat returned to station at 1620, the boat being rehoused and refuelled, ready for service at 1815.

Following this service, Helmsman Ian Stringer was awarded the RNLI's bronze medal for gallantry, in recognition of his leadership and strength of purpose throughout.

For the support given to his helmsman and for the extreme physical effort displayed in veering cable twice, Crew Member Derek Tucker was presented with the thanks of the RNLI on vellum.

A letter of thanks, signed by Lt Cdr Brian Miles, deputy director and chief of operations, was sent to Sector Officer Graham Russell, for his help during this service.

South West Division Steering damaged BRONZE MEDAL AUGUST BANK HOLIDAY MONDAY, 1986 found the Channel Islands in the grip of a southerly force 10 storm, which had earlier swept across most of the rest of Britain.

At 1935 St Peter Port Radio alerted the station honorary secretary of Alderney lifeboat station that a yacht, believed to have eight people on board, was broadcasting a MAYDAY appeal from a position three miles north east of the island.

The maroons were fired and five minutes later Alderney lifeboat Foresters Future, a 33ft Brede class boat built in 1983, slipped her moorings and headed out to sea. The quick launch was achieved because the second coxswain had heard the MAYDAY and alerted the coxswain.

At 1945 the lifeboat called the casualty to try to fix her position, but the all-German crew, able only to speak their native language, did not understand the message. An unknown radiostation then called the casualty in German, asking for a long count to be given on channel 16, to determine the yacht's position by the use of VHP direction finding bearing. The position line obtained indicated that the yacht was south east of Quenard light.

During these early minutes the lifeboat remained in the lee of the land, where the weather was southerly force 8, with a moderate sea, overcast sky and squally showers. The tide was running with a very slight ebb. Having fixed the yacht's position, Coxswain Shaw took his boat out from the shelter of the island to meet the full force of the storm.

He took a line north and east of Alderney, before heading south towards the casualty. There were frequent squalls, with seas breaking on top of a 25ft swell, outside the normal operating limits of the lifeboat.

The casualty's lights were sighted when approximately a quarter of a mile ahead of the lifeboat. The 34ft ketch Seylla II was found to the east of Race Rock in heavy overfalls, broadside to the sea, her bow facing west and her steering damaged.

The lifeboat circled the yacht and Coxswain Shaw could see that an attempt had been made to rig jury steering and that there was also a lot of rope trailing on the casualty's lee side.

This meant that any attempt to go alongside would have to be made from up sea and wind.

The language problem did not help and Second Coxswain Martin Harwood agreed to be transferred to the Seylla II with a portable radio. Mechanic Nigel Rose moved to the upper deck, aft, wearing a helmet, to be in communication with the coxswain.

Assistant Mechanic Mike O'Gorman and Crew Member James McDonald (on his first service) went forward to the starboard bow, where they clipped themselves to the guard rails while holding Second Coxswain Harwood between them.

The coxswain stood off to watch the wave pattern and then drove Foresters Future in towards the casualty. The Brede was picked up by a large following sea, causing the lifeboat to surf down on to the casualty. Coxswain Shaw put both engines full astern and drove the lifeboat back up the wave and through the breaking sea, the wave breaking over the lifeboat.

At the second attempt the second coxswain leapt across to the casualty, just as the lifeboat put her shoulder onto the Seylla II and he clung to the shrouds.

As the lifeboat crew made ready the tow, Second Coxswain Harwood established that there were in fact only six people on board the ketch—two men, two women and, asleep below, two children. All were calm and the crew appeared competent.

The inboard diesel engine was working, but the steering was broken, the yacht's wheel turning freely, but with no response from the rudder.

The casualty crew had worked hard rigging jury steering and trailing warps to no avail. Second Coxswain Harwood passed all this information to the coxswain and said that a tow was required.

The second coxswain then went out onto the bow of the casualty, cleared away the jib and got ready to receive the tow. Coxswain Shaw approached the casualty, aiming to just clear her bow. He ran down sea and the heaving line was thrown by Crew Member McDonald from the starboard quarter, pulled in by Second Coxswain Harwood.

He pulled in the line, followed by the tow line, connected the tow over a roller fairlead to two cleats, using spare line to lash across the top of the rollers to stop the tow jumping out.

He then went aft and started to clearaway the spinnaker pole that was trailing astern, plus a hatch cover that was also trailing.

To reach safety the coxswain had to take the tow down sea and wind. The storm continued unabated and it was now slack water. The tow north was made more difficult as it was found that the Seylla H's rudder was jammed to port. The coxswain headed north east, in an attempt to make a northerly track and the lifeboat crew constantly manned the tow in an attempt to hold the yacht on course and ensuring that the tow did not part.

Seylla II constantly sheered off to port, pulling the lifeboat's stern round, putting her beam to sea. During these times the lifeboat's deck was awash to a depth of three to four feet.

Second Coxswain Harwood on the casualty attempted to use a sail bag as a drogue, using timber in an effort to hold the mouth of the bag open.

Coxswain Shaw was concerned as to his position because of the Seylla II pulling him to port and Assistant Mechanic O'Gorman was called into the wheelhouse. He waited his chance and when the decks were reasonably clear of water, went inside, put a fix on the chart and showed the coxswain. It was now growing dark.

Coxswain Shaw intended running north until past the harbour, turning the casualty and running into harbour on the leading lights.

At this time the radar failed (it later transpired that a plug had been knocked out of the back of the set) and a course was plotted by the coxswain using Decca, while Mechanic Rose took the wheel.

Course was maintained past the harbour, the leading lights were picked up, the coxswain took the wheel and turned the lifeboat and casualty towards harbour, where she was secured to a mooring.

Foresters Future was refuelled and ready for service by 2150.

In his report Lieutenant John Unwin, inspector of lifeboats for the south west division, said that the skilful boathandling of Coxswain Shaw in the conditions and heroism of Second Coxswain Harwood in leaping across from the lifeboat to the yacht were the main contributory factors in completing the successful service.

Following this service, the bronze medal was awarded to CoxswainStephen Shaw and Second Coxswain Martin Harwood. The thanks of the RNLI on vellum goes to Mechanic Nigel Rose, assistant Mechanic Michael O'Gorman and Crew Member James McDonald.

East Division Aground in a storm THE NOTORIOUS North Scroby Sands, off the Norfolk coast, near Great Yarmouth, claimed another victim on the night of November 18/19, 1986, when the rig tender Seaforth Conqueror ran aground there in a south-south-westerly force 10 storm.

She was spotted at 2315 on Tuesday 18 by a member of the public who alerted the coxswain of Caister Volunteer lifeboat, Roland Read. As the tide was falling, the lifeboat Shirley Jean Adye (ex-RNLI 35ft 6in Liverpool class) was launched immediately from her carriage, proceeding north at full speed around the Caister sands and then south east to the casualty, arriving at 2336.

The Seaforth Conqueror was found to be aground on the North Scroby Sands, heading north west and with the very heavy, short confused seas breaking over her after decks. The wind was south south west force 9 to 10 and the sea state was magnified as they drove onto the shallow water, giving heights of 10 to 15 feet, with continuous blown spray and rain squalls.

The tide was setting north at 1.5 knots.

Coxswain Read was asked by the master of the casualty on VHP to take a line of soundings around the vessel, but the large rise and fall meant that none would show on the echo meter. The Shirley Jean Adye took up station west of the casualty, head to the sea in the deeper water, maintaining position.

Meanwhile, at 2321 Yarmouth Coastguard told the honorary secretary of Great Yarmouth and Gorleston station of the tender's situation and within 15 minutes the Great Yarmouth and Gorleston lifeboat Barham, a 44ft Waveney class, cleared from her pen and proceeded on service.

Once clear of the sheltered launch position, Barham met the full force of the seas, but maintained full speed on a northerly course towards the Seaforth Conqueror. Twice power had to be taken off (to avoid broaching) as the lifeboat sheered in the rough following seas. The stranded tender, with Caister Volunteer lifeboat standing by, was reached at 0001 on Wednesday, November 19.

Nine minutes later it was decided to abandon the Seaforth Conqueror and agreed that Caister lifeboat should take off the crew of eight, leaving the master and chief engineer aboard to close down.With Gorleston lifeboat illuminating the scene by searchlight and parachute flares and standing by to pick up any survivors lost over the side during the transfer, Caister lifeboat took off the eight crew, clearing the casualty by 0130. During the transfer Coxswain Read and a crew member held the fore and aft mooring ropes, as the 12ft rise and fall meant the ropes could not be made fast.

- The remaining crew members helped the survivors aboard via a rope ladder.

Gorleston lifeboat started a run-in from north west of the Seaforth Conqueror, with her starboard side to the casualty's starboard side, but twice hit the bottom and had to withdraw astern.

Again the Barham ran in, but a large sea running over the tender's work deck drove her off and she quickly cleared out astern.

Another attempt proved successful, allowing the casualty's master to get aboard the lifeboat from the ladder.

The chief engineer was last to be taken off, having completed the shutting down, and again it took the Barham two attempts to run in before the evacuation of the Seaforth Conqueror was completed at 0146.

Barham returned to Yarmouth at 0230 and was remoored, refuelled and ready for service at 0245. Shirley Jean Adye arrived in Yarmouth at 0320, when the remaining survivors were taken ashore. The Caister lifeboat stayed in the river overnight.

Following this service, the thanks of the Institution on vellum was awarded to Barham'?, Coxswain/Mechanic Richard John Hawkins, and also to Coxswain Roland Read, of Caister Volunteer lifeboat. Vellum service certificates were awarded to the two lifeboat crews, as follows: Barham - Second Coxswain David Mason, Crew Members Michael Brown, Geoffrey Wing, Rodney Wells, Patrick Lee, Paul Carter and David Grief; Shirley Jean Adye - Crewmen James Weddall, Malcolm Dyble, Colin Richmond, Donald Griffin and Michael Nutt.Ireland Division Saved 21 GALWAY BAY LIFEBOAT, the 48ft 6in Solent R. Hope Roberts slipped her moorings at 0715 on Sunday, November 9, 1986, after the Maritime Rescue Co-ordination Centre at Shannon had alerted the station honorary secretary to the plight of the 2000-ton fishing factory ship Cornelius Vrolijk, ashore in a force 8 to 9 gale on Lower Gorumna Island.

With the wind blowing south south east, gusting to force 10, the sea was very rough, waves reaching 20 to 30 feet high on a 20ft swell. R. Hope Roberts reached the casualty at 0825 to find the 240ft vessel with her bows on the rocky shore and holed badly, the British oil tanker Shell Technician standing by.

The captain of the crippled Dutch factory ship told the lifeboat's Coxswain/ Mechanic Hartley Mullin that, with a risk of his vessel sinking, he felt most of the crew should be taken off.

Sea conditions at the scene remained rough, with visibility hampered by spray.

Coxswain Mullin reviewed the situation, approached the vessel under her stern and came alongside her port side—a difficult manoeuvre in a confined space, achieved with no damage to the lifeboat.

Here, in the lee of the Cornelius Vrolijk 21 crew were taken off, six staying on board to act as navigating party. At 0850 R. Hope Roberts headed out to sea and, at Griffin's Spit, just clear of the island, had to contend with breaking seas 30ft high, still on a 20ft swell.

Clearing the bay, Coxswain Mullin headed for Rossaveal, fighting the seas on the starboard bow for most of the way, landing the 21 men at Rossaveal Harbour at 1005.

Meanwhile, the casualty was refloated and, with her pumps running continuously, moved further into Galway Bay until she was beached.

The lifeboat battled through heavy seas to Kilronan and at 1200 was refuelled and ready for service.

For this service the thanks of the Institution on vellum was accorded to Coxswain/Mechanic Bartley Mullin and vellum service certificates to second coxswain Michael Flaherty; assistant mechanic Thomas Kelly; and crew members Martin Fitzpatrick, David Beatty, Patrick Dillane and Seamus Flaherty.

East Division Double rescue AS MOST PEOPLE were sitting down to their lunch on Sunday, October 19, 1986, Bridlington Coastguard was alerted to a small craft reported to be in trouble off Ulrome. At 1307 the honorary secretary of Bridlington lifeboatstation was informed by the coastguard and agreed to an immediate launch of the station's 16ft D class inflatable lifeboat from the beach.

Overcast weather, frequent rain squalls and the wind at west south west force 6, rising to force 8, reduced visibility virtually to nil on the way to the casualty and, once beyond the shelter of the land, the seas became more rough and confused. Helmsman Andrew Brompton had to reduce from full speed as the lifeboat was continually thrown over to port, one heavy sea throwing him off the helm as the boat landed.

The engine fastenings were damaged in this incident, but repairs were quickly effected and passage resumed. Breaking seas filled the lifeboat and visibility was further reduced by the blown spray and rain squalls. A coastguard mobile unit provided VHP radio guidance to the lifeboat and the casualty was located at 1342, drifting and awash about a mile from the shore.

With the wind at west south west force 8, Helmsman Brompton brought the lifeboat alongside the casualty's starboard side and, with Crew Members Clive Rank and Kenneth Smith holding on, the two survivors were taken aboard. A heavy sea lifted the casualty onto the apron of the lifeboat and it had to be thrown bodily clear. The survivors were landed at 1400, the lifeboat being filled with water twice on the run to the shore. Relaunched, the lifeboat towed the casualty to the beach, landing it at 1419.

As the tow was being completed, a second casualty was reported in trouble off Skipsea, a mile further south. The lifeboat reached the scene at 1430, the wind having moderated slightly to force 7 and found one survivor sitting astride a small sailing dinghy, unable to make headway. The survivor was too cold and wet to lower the sail and so Helmsman Brompton ran down the windward side of the casualty, enabling his crew to pluck the survivor aboard the lifeboat.

The dinghy capsized while the survivor was being asked how to lower the sail. Helmsman Brompton handed over the helm to Rank and jumped into the water, righting the casualty and dropping the sail before being hauled back aboard the lifeboat.

The casualty was taken in tow and,with the survivor, landed ashore at Skipsea at 1500.

Five minutes later the lifeboat headed back for Bridlington, arriving at 1615.

She was refuelled and ready for service by 1630.

Following this service the thanks of the Institution on vellum was accorded to Helmsman Andrew Brompton and vellum service certificates accorded to Crew Members Clive Rank and Kenneth Smith.

South East Division Injured angler A RED FLARE in the Bracklesham Bay area was spotted at 1005 on Sunday, December 7, 1986 by Hayling Island Crew Member Graham Raines, who advised Solent Coastguard. The station honorary secretary agreed to alert the crew and this was done within four minutes, after an initial problem with the pager signal.

The weather was bad, with a force 5 to 6 southerly wind and poor visibility.

High water was predicted at 1535, placing the entire area in shoal waters, with heavy broken seas over the surrounding sandbanks.

At 1018 the station's Atlantic 21 rigid inflatable Aldershot launched from the slipway and crossed the harbour at full speed into increasingly heavy seas.

Gauging the safe depth of water over East Pole Sands, Helmsman Frank Dunster altered to the south east and took the shorter route over the shoal area.

Seas were breaking irregularly at a height of about six feet, but good speed was maintained despite this and the poor visibility, made worse by the spray.

As the lifeboat cleared the east side of the sands, a 20ft angling boat was sighted close to the shoaling area, its single occupant waving and shouting "injured back". Helmsman Dunster took the lifeboat close alongside the windward side of the casulaty, enabling Crew Member David Sigournay to jump aboard the heavily rolling craft.

The middle-aged male occupant was found to be suffering from very severebruising of the head and other bruising to the right arm and back. He was warmly dressed, but did not have a lifejacket. Crew Member Sigournay verified that no-one else was involved and then transferred his own lifejacket to the survivor before attempting to make him comfortable in the small forward wheelhouse.

Next, he manoeuvred the boat clear of the lee shore and shoal area before gently driving the craft to the south, to gain sea room before turning towards the harbour. The beam seas caused more heavy rolling and the survivor was incapable of holding himself steady within the boat.

The Atlantic 21 was staying close by, but Helmsman Dunster decided it was impractical to transfer the survivor in the prevailing conditions.

As the casualty was driven towards the harbour, large stern seas broached her on three occasions, heeling the craft to an angle where Crew Member Sigournay felt convinced she would capsize. The survivor was now showing signs of severe shock or concussion and was incoherent, making the required concentration on safe boat handling very hard.

Evidence of fire in the boat's engine did little to inspire Crew Member Sigournay with confidence in its reliability, but he felt it was imperative to make best possible speed to get professional help for the survivor.

The Aldershot remained close astern in case of urgent need to rescue both men. By 1050 the casualty was safely within the harbour and moored by the sailing club. The survivor was transferred ashore to a waiting ambulance via the Atlantic 21 and thence to Portsmouth Hospital. The Aldershot was refuelled and ready for service at 1130.

Following this service, in recognition of his seamanship and expert boat handling aboard a strange and unreliable craft, Crew Member David Sigournay was accorded the thanks of the Institution on vellum.

Helmsman Frank Dunster and Crew Member Jonathan Bradbury were awarded vellum service certificates.

South West Division Leapt to the rescue THE STORMS WHICH SWEPT ACROSS THE English Channel on August Bank Holiday Monday, 1986, continued unabated the next day and it was towards the end of the afternoon on Tuesday, August 26 that a yacht in Alderney Harbour reported seeing the 25ft sloop Gypsy Rover adrift and heading out to sea on an ebbing tide.

Spray was being blown at least 100ft above the Admiralty Breakwater, the outer end of which is submerged for a distance of 400 yards.

This submerged breakwater, with a westerly wind and an ebbing tide, creates very high breaking seas which roll across the harbour and crash against Bibette Head.

The maroons were fired and Alderney's 33ft Brede class lifeboat Foresters Future slipped her moorings at 1623, proceeding at full speed under the command of Coxswain Stephen Shaw. As he approached the casualty, Coxswain Shaw realised he had little time to assess the situation as the Gypsy Rover was being carried by the tide—ebbing at three knots—further into 20 ft breaking seas.

Second Coxswain Martin Harwood also realised the urgency of the situation and agreed to jump on board the casualty. All the crew, with the exception of the second coxswain, went inside the wheelhouse and strapped in. Second Coxswain Harwood positioned himself on the port quarter.

As the lifeboat approached the Gypsy Rover, her elderly owner could be seen hunched in the stern.

Coxswain Shaw drove Foresters Future towards the yacht and, as he came close, Second Coxswain Harwood seized the chance and threw himself across the gap, landing across the boom as the lifeboat backed off astern.

As the second coxswain clung to the boom an exceptionally large sea rolled the yacht on her starboard side, but she righted herself just as Coxswain Shaw was getting ready to run in and rescue both men.Second Coxswain Harwood went to the yacht's cockpit where he found the elderly man, wearing no lifejacket and apparently with little idea of what was happening. The yacht's hatchcover was open and the washboards were out, making the Gypsy Rover liable to fill with water and sink at any time.

Martin Harwood told the survivor to put on a lifejacket, closed the hatchcover and went forward to get ready to receive the tow before returning aft to man the tiller.

Coxswain Shaw had very little sea room in which to manoeuvre and had to nurse the yacht to port and then clear of the 20ft breaking seas. This he did by running across the Gypsy Rover's bow, putting Foresters Future beam to sea and taking the top off the wave before it struck the yacht.

The yacht was taken to port, ran down sea for a short while and then returned to harbour, returning some 17 minutes after setting out.

Twice the day before Foresters Future had been out in the same storm, once to the aid of the 34ft ketch Seylla II (see report on page 150) and that night in search of a missing yacht, found on rocks, but with her occupants all safe.

The service to the Gypsy Rover was therefore the third within 24 hours in conditions outside the operating limits of the Brede.

Following this service, the thanks of the RNLI on vellum have been accorded to Coxswain Stephen Shaw, in recognition of his skill in very heavy seas close to the casualty and to Second Coxswain Martin Harwood for his courage in boarding the casualty and for his cool, competent manner when on board.

Vellum service certificates go to the other members of the crew, Mechanic Nigel Rose, Assistant Mechanic Michael O'Gorman and Crew Members Graham Fisher and Johnathan Postlethwaite.

Scotland North Division Grim search WHEN A British International Airways Chinook helicopter, with 47 people on board had to ditch in the sea, two miles east of Sumburgh Head on the morning of November 6, 1986, a full scale search and rescue operation was launched.

Among the first to respond was Lerwick lifeboat Soldian, the 52ft Arun class boat casting off at 1148, 11 minutes after the alarm was first raised by Shetland Coastguard.

Under the command of Second Coxswain Peter Leith, the Soldian set a course east of Mousa Island before turning towards the impact area. The wind was blowing from the west south west at force 6, creating a choppy sea in Bressay Sound.

On arrival at the area, Second Coxswain Leith headed for the centre of thenautical miles, lasting almost three hours, the towline parting five times on the way and being reconnected each time.

Crew Member Simon Turl was twice injured slightly when the tow parted.

The three man crew of the Brigg were unharmed, but exhausted by their experience.

The lifeboat was refuelled, hosed down and ready for service by 2310. In his report, Deputy Divisional Inspector Peter Bradley, commented: "The persistence and skill shown by Second Coxswain Mock and his crew in towing the Brigg to safety in a west south west force 6, towing out from a lee shore to the safety of Exmouth Harbour, is worthy of note, particularly as the tow parted on numerous occasions and had to be resecured." Following this service, a letter of appreciation signed by the director, Rear Admiral W. J. Graham, was sent to Second Coxswain/Mechanic Timothy Mock and his crew, congratulating them on their seamanship, skill and perseverance.

South West Division Sub-zero escort THE 445-TON CARGO VESSEL Mare, of Honduras, on route from Rotterdam to Dundalk with a cargo of iron ore, ran into difficulties on the night of January 12, 1987 when her load shifted and she developed a 20 to 30 degree list, 28 miles west north west of Trevose Head, on the north Cornish coast.

At 1841 the honorary secretary of Padstow lifeboat station was warned by Falmouth coastguard that the vessel might require assistance and he agreed to assemble the crew at the boathouse in readiness.

The skipper/master of the Mare expressed concern about the vessel's situation in a heavy sea and force 8 wind and at 1925 the 47ft Tyne class lifeboat James Burrough launched from her boathouse.

On arrival alongside the casualty at 2104, the lifeboat found the Leander class frigate HMS Cleopatra and a helicopter from RNAS Culdrose standing by the stricken Mare.It was agreed that the James Burrough should escort the casualty to Padstow, with HMS Cleopatra providing a lee until reaching the shelter of land.

The helicopter was released at 2112 and, as Padstow was approached at 0208 on January 13, HMS Cleopatra also left, grateful thanks being expressed by Coxswain Trevor England and the crew of the James Burrough.

The Mare was safely escorted into Padstow Harbour and the lifeboat, unable to rehouse because of ice on the slipway, moored in the harbour.

During this 11 hour service in a full gale and temperatures well below freezing, ice had formed on the lifeboat's deck and exposed crew members' clothing had frozen.

A letter of appreciation from the director of the RNLI, Rear Admiral W. J. Graham, was sent to Coxswain Trevor England and his crew, congratulating them for their devotion to duty over a long period in near Arctic conditons, taking them to the verges of their own physical endurance.

South East Division Found in time THE NIGHT OF JANUARY 11, 1987 W3S bitterly cold, with temperatures falling to minus 10°C along the south coast.

In Poole Harbour a north-easterly wind created a chill factor of minus 15°C or more, so that when reports of two fishermen missing in a small open boat reached local coastguards, theyimmediately alerted Poole lifeboat station and other emergency services to initiate a search.

Both Poole lifeboats took part in the intensive search, the 33ft Brede class Inner Wheel with Coxswain Frank Ide at the helm, launching at 2150, five minutes ahead of the Boston Whaler Sam and Iris Coles, under the charge of Helmsman David Coles.

A police patrol boat, helicopter and several coastguard units joined the search, which was conducted in extreme cold.

Spray splashing on board the lifeboats was freezing instantly as the long and thorough search of Poole Harbour, Swash Channel and Studland Bay was carried out, the coastguard units scouring the shoreline.

The Sam and Iris Coles and the police Searider returned to their stations as the extreme cold became more intense, taking their crews to the limits of their physical endurance, but at 2359 the searchlight of the Inner Wheel picked out a faint glimmer from the missing boat, whose crew had been trying to light pieces of paper in a last desperate attempt to attract attention.

Coxswain Ide took the lifeboat slowly towards the fishing boat, anchored in very shallow water, managing to get alongside for the two frozen fishermen to be taken aboard.

They and their 13Vtft Dell Quay Dory were taken to Poole Town Quay, where they were passed into the care of the coastguards.

Coxswain Ide later paid tribute to the crews of the Sam and Iris Coles and to the police patrol boat for their efforts in extreme conditions.

A letter of appreciation from Lt Cdr Brian Miles, the RNLI's deputy director and chief of operations, was sent to the Poole lifeboat crews, paying tribute to their devotion to duty. Had the searchlight of the Inner Wheel not picked out the missing boat, it is more than likely that the two men would not have survived, he added.

South East Division Triple call-out NOVEMBER 1, 1986 proved to be a cold day, with a partly overcast sky and anorth-westerly wind, force 5 to 6 blowing along the Essex coast.

At 1107 Thames coastguard alerted the deputy launching authority of Clacton lifeboat station to a MAYDAY call from the 35ft yacht Brita, reported to be on fire, with its engines disabled, close to the Swin Spitway Buoy.

Clacton's Atlantic 21 rigid inflatable lifeboat launched from its slipway trolley at 1115 and headed at full speed towards the casualty.

Despite the cold weather, Helmsman Lee Bolingbroke and crew members Terence Bolingbroke and Andrew Walsh did not wait to dress in thermal undersuits, in the belief that if the Brita was on fire, speed was essential.

The casualty was located at 1139 and the lifeboat manoeuvred alongside to allow Terence Bolingbroke to jump aboard. He found the three crew of the Brita cold and exhausted, but uninjured.

The engine was out of action and the yacht was dragging its anchor, but the suspected fire proved to be the smell of submerged electronics.

The lifeboat stood by the casualty until the arrival of the Essex police launch Alert 3 at 1154. Terence Bolingbroke assisted with rigging a towline aboard the Brita and in recovering the anchor, as the crew were inexperienced.

Alert 3 then took the yacht in tow and Terence Bolingbroke reboarded the lifeboat.

At 1224, on its way back to Clacton lifeboat station, the Atlantic 21 crew were informed by Thames Coastguard that a red flare had been seen near the North Eagle Buoy.

The lifeboat arrived at the buoy at 1231 to find a 16ft Shetland type motor boat with one person on board, drifting with the ebb tide. Again Terence Bolingbroke was put aboard. He found that the boat's engine had failed and the male survivor was suffering from seasickness and concerned about his situation.

Crew Member Bolingbroke placed him in a safe position and secured a towline prepared by Crew Member Walsh before the lifeboat towed the casualty to Brightlingsea, arriving at 1337.

Ten minutes later as the Atlantic 21 was on passage back to her station a message was received from Thames coastguard of a third MAYDAY call, this time from the angling boat Ondermining, reported to be aground off Foulness with an engine room fire and nine people on board. Using his extensive local knowledge, Helmsman Bolingbroke took the quickest line of approach and arrived on scene at 1409.

The casualty was found to be well aground south of the Outer Crouch Buoy on Foulness Sands. Helmsman Bolingbroke nosed the lifeboat to the sand edge to land Crew Member Bolingbroke to investigate whether or not any of those on board the Ondermining were injured.

This manoeuvre involved the lifeboatbeing stern to the north-westerly seas and twice she was swamped by seas breaking through her transom. Realising the danger of flooding the air intakes, Helmsman Bolingbroke instructed his namesake to reboard and Clacton lifeboat then stood off near to the buoy to assess the situation.

With only four gallons of fuel remaining, it was decided to refuel at Burnham-on-Crouch, where the crew were also given hot drinks—the station honorary secretary noting how all three crew members were shaking with cold.

At 1543 Clacton lifeboat returned to the Ondermining but was released by Thames coastguard from the incident and returned to station at 1650. The lifeboat was refuelled, rehoused and ready for service by 1705.

The Ondermining reported that the "fire" was in fact steam. With the craft in no immediate danger, therefore, the MAYDAY was cancelled. Six of the crew were taken off by RAF helicopter, while the remaining three were later escorted to safety on foot by a shore party.

Following this service, a letter of appreciation signed by Lt Cdr Brian Miles, deputy director and chief of operations, was sent to the honorary secretary of Clacton station thanking Helmsman Lee Bolingbroke and Crew Members Terence Bolingbroke and Andrew Walsh for their determination, stamina and thoroughly professional conduct throughout the three incidents.

East Division Sick seaman saved THE 18,000 TON GREEK tanker Kithnos was heading north of the Humber light vessel at 0418 on January 15,1987 when one of her crew was reported to be suffering from a severe nosebleed, requiring medical treatment.

Humber Coastguard alerted a helicopter from RAF Leconfield to airlift the seaman at first light (0800), but this had to be aborted at 0818 because of icing up in the sub-zero temperatures and snow showers.

The captain of the Kithnos expressed anxiety at the worsening condition of his crew member and Humber lifeboat City of Bradford IV with Superintendent Coxswain Brian Bevan at the helm, slipped her moorings at 0836 to head for a rendezvous with the tanker 14 miles north east of Spurn Point.

A force 8 gale which had been blowing for three days had prevented the Humber pilots boarding shipping for the previous 48 hours.

Nevertheless, a message from the doctor at Hull Royal Infirmary via Humber Coastguard, indicated that it was a matter of urgency that the seaman be landed for hospital treatment and, if possible, that he be given morphine.

Humber lifeboat was alongside the Kithnos by 0925 and the senior first aider, Second Coxswain Dennis Bailey, volunteered to try to board the vessel by pilot ladder to administer the morphine and supervise the transfer of the seaman in the lifeboat's Neil Robertson stretcher.

This was accomplished despite heavy seas breaking over the tanker's decks and Second Coxswain Bailey and the seaman were both safe aboard the lifeboat by 0954.

It was agreed to head for the shelter of Spurn Bight, where the de-iced RAF helicopter lifted the seaman off and took him to Grimsby General Hospital (where he made a full recovery).

Following this service, a framed letter of thanks from the Duke of Atholl, chairman of the RNLI, was presented to Superintendent Coxswain Brian Bevan, Second Coxswain Dennis Bailey, Mechanic Richard White, Assistant Mechanic Peter Thorpe and Crew Members Jack Essex and David Cape.

A further letter of appreciation for the part he played was sent by the chairman to Second Coxswain Bailey..