South East Division October hurricane BRONZE MEDAL AT 0559 ON FRIDAY, OCTOBER 16, 1987 during the height of the infamous hurricane which hit Southern England that day, Thames Coastguard MRSC reported to Coxswain/Mechanic Robin Castle, of Sheerness that red flares had been sighted at a position off All Hallows, Isle of Grain.

An hour earlier, following consultation with station honorary secretary Captain William Patterson, Coxswain Castle and a volunteer crew had moved the 44ft Waveney class lifeboat Helen Turnbull from her normal berth in Sheerness Camber Basin because of the violent south-westerly force 11 storm.

The boarding of the lifeboat was a hazardous venture due to the movement of the vessel and the total darkness following a power blackout caused by the storm. Many of the crew had left their homes in a damaged condition.

At 0520 it was reported to Thames Coastguard that the Helen Turnbull was secure alongside the pumping plant quay at Queenborough. The passage had been very difficult because of spray and spume reducing visibility to near objects.

Captain Patterson and Coxswain Castle discussed the report of red flares and at 0600 Thames Coastguard were informed that Helen Turnbull would proceed with extreme caution to investigate.

Before leaving the shelter of the harbour Coxswain Castle ordered safety lines to be rigged aft of the wheelhouse and that all crew should activate their lifejacket lights.

As the lifeboat proceeded to Garrison Point, a large breaking sea hit the lifeboat on the port quarter and swung her beam onto sea. It was only by skilful use of the throttles that she was brought back on course.

At 0620 the lifeboat rounded Garrison Point at the River Medway entrance.

The wind was south west with a speed in excess of 90 knots being recorded in the port operations lookout. Steep breaking seas with heights of 20-25 feet caused the lifeboat to pitch and roll violently. Visibility was almost nil due to the spray, spume and frequent rain squalls. Navigation was possible only by radar.

The lifeboat turned towards the Grain Swatchway when abeam of Nore Swatch Buoy. The new course resulted in a severe rolling motion often in excess of 70 degrees. By this time Grain Coastguard mobile had sighted the casualty from the shore and reported it to be a small angling boat with two people aboard. He also reported that he was losing sight of them due to reducing visibility.

The violent motion of the lifeboat threw Second Coxswain Bailey against the radar and although no injury was caused it was some moments before the radar trace could be regained. The echo sounders were giving erratic readings because of the violent motion and the increasingly shallow water.At 0717 a red flare was sighted briefly inshore of the lifeboat and soon afterwards the casualty was sighted.

Coxswain Castle cautiously approached the casualty. Medway Port Operations had reported that high water had occurred an hour earlier and predicted that the height was one metre less than normal. The tide was now ebbing. It was impossible to float the small inflatable carried by the lifeboat towards the casualty because of the direction of the wind and tide and a rocket line would not reach in the storm. The casualty was being swamped over its gunwales. The lifeboat crew tried using a loud hailer to instruct the crew to cut the anchor but they could not make themselves heard.

' By the time their instructions were heard, the lifeboat was almost alongside and the two survivors were quickly hauled aboard. Both men were wearing flotation aids but were cold and wet having been afloat all night. They were taken below, strapped in and looked after.

At 0752, as soon as the survivors were on board. Coxswain Castle manoeuvred slowly astern to get clear of the shallow area and keep the bow to sea. However, the strong wind caught the bow and before the effect could be countered, the vessel swung to starboard and the stern went aground.

For more than 30 minutes Coxswain Castle and his crew attempted to free the lifeboat. Second Coxswain Bailey and Crew Member Richard Rogers volunteered to put on drysuits and entered the water attached to a lifeline.

They attempted to float the spare anchor seaward so that the lifeboat could be pulled off. However, the spray made breathing very difficult and at one stage Richard Rogers was pulled underwater when the lifeline became trapped in the anchor as it was submerged.

At 0800 the main engines were shut down, all crew and the two survivors were instructed to remain below, with all the watertight doors closed. Coxswain Castle and Second Coxswain Bailey remained in the wheelhouse.

The lifeboat settled onto the sand on an even keel. To conserve battery power only the VHP radio was left on to maintain contact with the shore. Once the water had receded from around the hull an external inspection revealed thatthere had been no damage and both rudders and propellers were clear.

At 1330 the younger of the two survivors left the lifeboat and, ignoring the advice of the lifeboatmen, he started to walk ashore. A careful watch was kept on him until he reached the shore and was met by Grain Coastguard.

During the afternoon the anchor was repositioned and preparations were made for refloating the lifeboat.

At 1817 the lifeboat refloated and all the compartments were checked for leaks. The weather had by now moderated to south west force 5/6. The lifeboat was gently pulled off the sand by using the anchor and the steering and engine movements were checked. All was well.

Sheerness lifeboat then returned to station, arriving at 1915. The Helen Turnbull was refuelled and ready for service at 1955.

Following this service the RNLI's bronze medal for gallantry has been awarded to Coxswain/Mechanic Robin Castle and the thanks of the Institution inscribed on vellum awarded to Second Coxswain Dennis Bailey and Crew Member Richard Rogers. Bronze medal service certificates go to Crew Members Peter Bullin, Eamonn French and Brian Spoor.

A letter from Rear Admiral W J Graham, the RNLI's director, was sent to Captain William Patterson, thanking him for the important part he played in the successful completion of this service.

Scotland, North Division Fishing vessel aground AT 29 MINUTES PAST MIDNIGHT on Thursday, August 27, 1987, Moray Coastguard overheard the fishing vessel Constant Star inform Peterhead Harbour Control that she had run aground on the Skerry Rock and required immediate assistance. Peterhead lifeboat station honorary secretary, Captain Alexander Auld authorised the pagingsignal to call out the lifeboat crew.

Twelve minutes later Peterhead's temporary station lifeboat, The Royal British Legion Jubilee, a 48ft 6in Solent class, slipped her moorings and proceeded at full speed.

The wind appeared to be blowing strongly from the north north west as the lifeboat set sail. As she turned into the outer harbour the coxswain was able to see and head for the lights of the fishing vessel Challenger at the scene of the stranding.

Once clear of the harbour the lifeboat experienced the full strength of the north-easterly gale force 8. The sea was rough with crests reaching 30ft in height around the casualty.

Constant Star was found lying fast on a north-westerly heading without lights and listing 15 degrees to port. Large wave crests passed over her with only her white masts visible. Two fishing vessels were lying clear in shallow water.

The lifeboat crew used the searchlight and illuminating flares to search the vessel for any survivors as the lifeboat steamed slowly northward. The casualty was caught by a series of high waves and was swung to starboard, ending up on an easterly heading with an increased list to port.

The coxswain made three runs alongside the casualty but no survivors were seen. He reported to the coastguard that the liferafts were missing. A search began and Challenger reported seeing a light one mile south of Buchan Ness Light.

The lifeboat steamed to the south and found a light/smoke float and two lifebelts but no survivors. The Challenger found a liferaft but the raft was not fully deployed from its canister.

At 0122 a Sea King helicopter arrived from RAF Lossiemouth and was instructed by the coastguard to conduct a search out to eight miles south. Numerous fishing vessels in the area were also searching for the second liferaft.

Coxswain McLean decided to return to the casualty and posted two lookouts on the lifeboat's foredeck. The casualty's wheelhouse was almost demolished and the vessel was nearly submerged.

The coxswain took the lifeboat to within 100ft, as close as conditions would allow and the lookouts, James Clubb and Sid Chisholm, saw a movement near the wheelhouse. It was just then that a particularly large sea broke over the lifeboat causing, it was found later, injuries to three lifeboatmen.

The news of the sighting was transmitted to all concerned at 0159. The lifeboat took up station close to the south west of the casualty's stern in case of a mishap during the winching operation.

The helicopter arrived and the winchman was lowered down. He was almost washed overboard as he placed the survivors into the strops but in four double lifts the eight survivors were lifted off the vessel and landed ashore into the care of ambulancemen.

Peterhead lifeboat arrived back at station at 0225, was refuelled and ready for service at 0241.

Following this service, Coxswain/ Mechanic John McLean has been awarded the Thanks of the RNLI inscribed on vellum. Vellum servicecertificates have also been awarded to Acting Second Coxswain Sidney Chisholm, Acting Assistant Mechanic James Clubb and Crew Members Joseph Park, Alexander Stephen and Richard Smith.West Division Fishermen rescued AT 0840 ON MONDAY, September 14, 1987 Captain K R Holmes, Fleetwood lifeboat station honorary secretary was informed by Liverpool Coastguard MRSC that the 55ft fishing vessel Gallilean was taking water about five miles west of Blackpool Tower. The vessel had lost power once the water reached the main engine and the pumps were no longer working.

The maroons were fired at 0842 and the lifeboat crew were paged. At 0850 the relief 44ft Waveney class lifeboat Arthur and Blanche Harris slipped from the lifeboat pen and proceeded to sea.

A west south west wind force 6 was blowing, with a rough sea.

At 0900 the lifeboat cleared the relatively calm conditions in the main channel and set course for King Scar Buoy and the casualty. Radio communication with the casualty was good and it was possible to use radar and VHF/DF to set a direct course.

The passage was through very rough seas with the wind now force 7. Speed had to be reduced after the lifeboat had been laid over twice by large breaking seas.

An hour later the casualty was sighted some 3'/2 miles west of Blackpool Tower. She was heavy by the stern and rolling as she lay with her stern to the breaking seas. The seas were pushing the stern downwind as they broke over her.

Coxswain Fairclough discussed the situation with the vessel's skipper and it was decided to try to tow the casualty as it was considered that extensive damage could be done to the lifeboat if any attempt was made to go alongside in the conditions. There was also the risk of injury to the MFV crew if a transfer was attempted.

A heaving line was passed on thefourth attempt and a tow line connected.

At 1020 the lifeboat began towing the casualty at about four knots on a north east heading towards the King Scar Buoy. During the next two hours slow progress was made and constant contact was maintained with both the casualty, to check on the level of the rising water, and Liverpool Coastguard.

The lifeboat was laid over heavily on several occasions as seas broke over the port quarter and it was only due to Coxswain Fairclough's experience and skilful use of the engine controls that the tow line was not parted several times.

Just after midnight the skipper of the Gallilean informed the coxswain that the vessel was becoming unstable because of the water inside the hull. After being hit by a large breaking sea which carried away part of the bulwark he decided that it was time to abandon ship.

After some discussion Coxswain Fairclough decided that it would be safe for the two MFV crew members to abandon the fishing boat and board their liferaft so that they could be picked up clear of the sinking vessel.

This would prevent unnecessary damage to the lifeboat, avoid contact with the nets awash around the stern and prevent the risk of injury to either the lifeboatmen or the fishermen.

The lifeboat stood off and provided illumination for the fishermen to inflate and launch their liferaft. The tow line was cut and they boarded the raft and attempted to paddle clear.

After several minutes without making headway they realised that the painter was still secured and stopped paddling to cut it free. A few minutes later, once the liferaft was clear of the MFV, the two crew members and the raft were taken on board the lifeboat.

Coxswain Fairclough stood by the vessel until she touched bottom at 0040 on Tuesday, September 15, with the masts still visible above the surface. The position of the wreck was reported to Liverpool Coastguard.

The lifeboat returned to Fleetwood arriving at 0110. She was refuelled and ready for service at 0130.

In his official report, Mr Michael Vlasto, divisional inspector of lifeboats for the west, commented: "This heavy weather service was effectively and efficiently carried out by Coxswain Fairclough and his crew. The combination of his excellent seamanship and consummate boat handling skill made what could have been a difficult and possibly dangerous rescue look comparatively easy.

"The coxswain's good judgment at the time and well reasoned decision not to attempt going alongside the casualty is to be commended and it ensured that neither personnel nor the lifeboat sustained damage. Second Coxswain Steven Musgrave's accurate navigation throughout this heavy weather service greatly assisted in its satisfactory outcome." Following this service, CoxswainWilliam Fairclough has been awarded the Thanks of the RNLI inscribed on vellum and Second Coxswain Steven Musgrave, Motor Mechanic Peter Scott, Emergency Mechanics David Owen and Barrie Farmer and Crew Members William Rawcliffe and Shaun McCormick have each been awarded vellum service certificates.South East Division Ex-trawler ablaze THE HARWICH Waveney class relief lifeboat Khami was returning from a publicity visit to the East Coast Boat Show at Ipswich on the afternoon of Sunday, June 14, 1987, when the fiveman crew spotted smoke billowing from the former trawler Mary La, at anchor in the River Orwell, near Kevington Marina.

The crew, together with Harwich branch chairman Mr Howard Bell and station honorary secretary Captain Rod Shaw, were dressed in functional clothing and lifejackets, although they were wearing good clothing beneath in order to appear smartly turned-out at the show.

The fire was reported by Thames Coastguards at about the same time as the lifeboat crew had spotted the smoke.

The coastguards were asked to alert local fire services, while Second Coxswain David Gilders and his crew prepared the extinguishers and fire hose.

On arrival alongside the 70ft vessel, it was seen that a dinghy trailed astern and it was assumed that the three-man crew of the Mary La were aboard.

The fire was below decks and much noise was being created by the burning materials. The lifeboat crew shouted to try to locate crew members aboard Mary La, but to no effect.

Captain Shaw, accompanied by Emergency Mechanic Kenneth Brand and Crew Member Paul Smith boarded the burning vessel, despite the emission of heavy acrid smoke from various openings and signs of fire about to break through the deck.

While other crew members began work with buckets, extinguishers andfire hose. Captain Shaw decided that the fore hatch should be opened for inspection (the seat of the fire being towards the vessel's stern).

The hatch was opened with great care and covered by the hose. When deemed safe. Crew Member Smith entered the forward compartment—closely followed by Captain Shaw—and began searching.

The owner of Mary La arrived alongside in a small dinghy at around 1430 and was able to confirm that no-one else was aboard the former trawler, which he had been converting to a pleasure craft.

As the smoke cleared, once the fire was extinguished, the lifeboat crew observed a horrific cocktail of hazardous material below decks.

Pressurised containers of acetylene, oxygen, propane and butane gas were located alongside petrol and diesel fuel.

Boxes of polystyrene and cork tiles had produced most of the smoke and there was also a range of other combustible materials on board.

With small outbreaks of fire still occurring in hot spots, the lifeboat crew began removing all possibly hazardous items to the upper deck, while damping down continued.

At 1610 the fire service dory Suffire I, having returned ashore for more personnel, made fast alongside and took over the completion of the operation.

The lifeboat left for Harwich, returning to station at 1645. The boat was refuelled and ready for service at 1710.

Following this service a framed letter of thanks signed by the Duke of Atholl, the Institution's chairman,' was presented to Second Coxswain David Gilders, Emergency Mechanic Kenneth Branch, Crew MembersPeter Dawson, Paul Smith and Robert Barton, branch chairman Mr Howard Bell and station honorary secretary Captain Rod Shaw.

East Division Search success AT 1820 ON FRIDAY, MARCH 6, 1987, Tyne Tees Coastguards were alerted by the mother of one of two men aboard the Hartlepool-based fishing boat Sea Fox that the vessel was six hours overdue at the east coast port.

Hartlepool's 44ft Waveney class lifeboat The Scout and the Teesmouth 47ft Tyne Phil Mead were launched and it was established that Sea Fox normally fished between Tees Fairway Buoy and Steetly Pier.

A beach search was also commenced by coastguard search companies, but as the weather deteriorated, with still no sign of the missing boat, it was decided to launch three other lifeboats, Sunderland's 47ft Watson William Myers and Sarah Jane Myers, Tynemouth's 52ft Arun George and Olive Turner and Blyth's relief 44ft Waveney class Wavy Line.

The Sunderland boat launched at 2059 to await instructions on the search area. At 2150 Coxswain Anthony Lee was asked to search up to 10 miles from the coast between the lines of latitude 54°50'N and 54°57'N.

The weather was overcast with frequent rain and snow squalls giving moderate visibility. The wind was southerly force 6 with little sea running in the sheltered launch position.

Proceeding at full speed, Sunderland lifeboat cleared the harbour entrance at 2155 to begin searching the designated area.

Two crew members remained on deck as lookouts at all times in the cold and wet, with relief watches set at 20-minute intervals.On the outside leg of the search zone, VHP contact between the lifeboat and Tyne Tees Coastguards was lost and messages were having to be relayed through Cullercoats Radio.

The search continued until 0145 on Saturday, March 7, when the Sunderland crew spotted a small light two miles east of Seaham Harbour, where the Sea Fox was found at anchor with a parted gearbox shaft.

The weather at the scene was heavily overcast, with sleet squalls and moderate visibility. The wind was a south south-easterly gale force 8/9, with rough breaking seas of up to 16ft. The casualty lay at anchor, pitching violently and shipping spray across her. The tide was setting north west at 3/t of a knot and it was five hours after high water.

The lifeboat ran in from the north west towards the starboard side of the Sea Fox, but on near approach, as the way was taken off, she was blown away. A second similar run was made, but again she paid off as way was taken off her. The survivors were too cold to help so again the lifeboat cleared astern.

A third run was made down the port side of the casualty from astern and as the two came together the survivors were grabbed aboard by the lifeboat crew before once more she was cleared astern. The casualty was left to the elements at 0210 and the survivors were taken into the after cabin with the heaters going and wrapped in blankets.

Full speed was made back to station in the now following seas and an ambulance was on hand to meet them as they returned at 0230. The lifeboat was rehoused, refuelled and ready for service at 0310.

Following this service a framed letter of thanks, signed by the Institution's chairman, the Duke of Atholl, was presented to Coxswain Anthony Lee of Sunderland in recognition of his skilful handling of the lifeboat in the prevailing conditions..