South East Division Three rescued in hurricane SILVER MEDAL IN THE EARLY HOURS of Friday, October 16, 1987, hurricane force south-southwesterly winds of force 16-17, gusting at times to more than 100 knots, left a trail of destruction along the south and south-east coasts of England and, to a lesser degree, affected most parts of the British Isles.

At 0503 HM Coastguard Dover Maritime Rescue Co-ordination Centre received a Pan message from the Bahamian bulk cargo vessel Sumnia (1595 grt and 299ft in length), to warn that she was dragging both anchors and drifting in the extremely severe weather conditions, some 3'/2 miles east of Folkestone.

At 0506 this warning was upgraded to a MAYDAY and Dover Coastguards contacted Dover lifeboat station honorary secretary. Captain Peter White, asking for Dover lifeboat to be placed on standby.

Crew pagers were activated immediately and Captain White also telephoned Acting Coxswain, Second Coxswain/Mechanic Roy Couzens to ask that the crew be mustered to standby and await further instructions.

Outside Dover Harbour, seas were up to 60ft in height. The breakwaters were suffering much severe damage (50 ton stone blocks were being broken away and hurled into the sea by the wind) and a 17 ton bowser full of diesel fuel had just been washed off the Inner Pier into the harbour.

Inside the harbour, seas were some 20ft in height and visibility varied, but was at best 50 yards and frequently n i l , due to spume and spray.

The crew mustered at 0529, having travelled in total darkness as there was no electric power in either the town or the harbour.

Crew Member Christopher Ryan found his car undrivable as a fallenchimney stack had demolished its roof and so he ran to the lifeboat, dodging flying portions of wooden bill board, torn from their locations by the hurricane force wind.

At 0545 the crew, monitoring the VHF radio on the lifeboat, heard that the Sumnia, which was in ballast, had declined a tow from the harbour tug Deft, which reported at 0551 that due to the violent conditions it would in any case be impossible to put men on deck to man a tow line.

Acting Coxswain Couzens decided to clear the lifeboat berth and await further orders nearer the harbour's western entrance after learning from VHF transmissions that the Sumnia had struck the easternmost breakwater arm there, was ranging and rolling violently, creating an extremely hazardous situation in which there was imminent risk of loss of life.

However, as Dover's 50ft steel Thames class lifeboat Rotary Service attempted to clear her pontoon berth, a combination of the violent wind and ranging alongside caused the forward back spring mooring to be swept into the water, fouling the starboard propeller.

The lifeboat was eventually resecured, using the anchor warp attached to an adjacent pontoon and winching alongside using the capstan. The help of divers was then requested.

They arrived at 0620 and entered the water at great personal risk. At about 0655 they reported that the mooring rope was clear from the starboard propeller shaft, but still wound around the starboard propeller.

Nevertheless, Acting Coxswain Couzens decided that the lifeboat should proceed without further delay, such was the urgency of the situation and so, at about 0657, in darkness and still with no harbour lighting. Rotary Service set off at full speed down the inner harbour.

Visibility there was 50 to 100 yards and the fouled propeller was causing the lifeboat to vibrate (a condition which worsened the longer the service continued).

As Rotary Service rounded the Prince of Wales pier she encountered confused seas of some 20ft in height. Visibility varied from frequently almost nil in the spume and spray to, very occasionally, 500 yards.

The lifeboat was rolling heavily and shipping sea and spray overall, such that after only a few minutes the entire crew were soaked save for Crew Member Geoffrey Buckland in the wheelhouse.

The Sumnia's green navigation light was sighted before visibility closed down once more. The lifeboat continued to roll heavily, shipping beam seas, with the crew on the weather deck frequently being up to their waists in water.

Visibility improved briefly and, at about 100 yards distant, almost on the lifeboat's starboard beam, Sumnia was sighted hard up against the breakwater, ranging some 30ft up and down it and—as reported by Deft—rolling up to 80 degrees with capsize imminent.

At 0700 Dover lifeboat reported her position as 2()ft from the casualty's port bow, Couzens having with great skill manoeuvred the lifeboat in the heavy and confused seas, past the wreck buoy and as close as he could to the Sumnia to see if any of her crew were visible.

In the half light which had replaced the total darkness, two figures in lifejackets were seen on deck. However, as Couzens, having again used great skillin the confused 2()ft seas to manoeuvre Rotarv Service around to the casualty's starboard bow, was appraising the situation with Acting Second Coxswain Michael Abbott, the Sumnia was engulfed by a huge wave.

When it had passed there was no sign of either of the two crew members sighted earlier and it was obvious that they had both been washed overboard.

The lifeboat crew on deck made their way with considerable difficulty up the lee side onto the foredeck to effect a better lookout, but were forced back by the seas being continuously shipped forward.

One person was then spotted in the water some 15 feet from the casualty's bow. Acting Coxswain Couzens skilfully manoeuvred the lifeboat alongside him at the first attempt, amid much flotsam and, despite the violent motion of the lifeboat, the conscious survivor was hauled on board and placed beside the wheelhouse door.

At 0704 a second person was spotted in the water 20 feet away and again with only one attempt Couzens put the lifeboat alongside, allowing this second conscious survivor to be brought inboard.

Both survivors were placed in the wheelhouse and strapped in.

They confirmed that the Sumnia had a crew of six. As the bow section had now apparently broken off and sunk and the remaining part of the vessel was on her beam ends to seaward of the breakwater end, Couzens decided to search outside the harbour for further possible survivors.

The crew on deck all secured themselves by their lifelines to a strong point on the lifeboat and, with exemplary boathandling and excellent timing the acting coxswain turned Rotary Service to starboard to line up for the western entrance to the harbour.

During this manoeuvre the lifeboat was hit by several huge waves, knocking her off her heading in the hurricane force winds.

One 60ft sea saw the lifeboat drop 30ft from the crest into the trough, landing extremely heavily. Her bows were buried into the bottom of the next oncoming sea such that she was totally engulfed in green water and almost immediately knocked down to port.

Some of the crew thought the lifeboat was about to capsize.

It was during this encounter that Couzens found himself landing very heavily between the throttles and the wheel, despite still being secured in his harness.

Two harbour launches, George Hammond II and Veritv. were braving conditions in the outer harbour also searching for survivors and at 0709 Deft reported seeing a man in the water just inside the eastern entrance and sought urgent lifeboat assistance.

While Couzens, again using great skill, brought the lifeboat into the relative safety of the outer harbour, having spent some time searching onthe seaward side of the harbour's western entrance. Deft managed to drag this third survivor aboard.

At 0714, among the vast amount of floating debris and diesel fuel (leaking from the wrecked bowser) Abbott spotted a lifejacket and the lifeboat was expertly manoeuvred astern towards it.

Crew Members Eric Tanner and Dominic McHugh in the starboard waist recess, aided by Abbott, started to bring the apparently empty lifejacket inboard, only to find that it was being worn by a fourth survivor, who was given immediate first aid by Crew Member Robert Bruce, who succeeded in restoring the apparently lifeless man's breathing.

Rotary Service, meanwhile, was taken back towards her pontoon berth, landing the three survivors at 0724 from alongside the tug Deft's berth. Three minutes later the lifeboat returned to the Outer Harbour to resume the search for more survivors. Several empty lifejackets were found but nothing more.

During this search Acting Coxswain Couzens asked Abbott to take over at the wheel as he was feeling unwell.

Shortly afterwards Couzens collapsed and Abbott asked Crew Member Buckland to inform the coastguard that the lifeboat was returning immediately to the tug haven and that an ambulance was required urgently.

The crew then carried the 40-year-old Couzens (who it later transpired had suffered a heart attack) to the weather deck in readiness for being landed. No ambulance had been able to get through because of fallen debris blocking roads and so Deputy Launching Authority Ken Miles drove Couzens by car to Buckland Hospital where he was placed in the intensive care unit.

The search for more survivors from the Sumnia was called off by Dover Coastguards at 1215. The lifeboat crew had been stood down by the coastguards, after landing Couzens, but remained at immediate readiness in the crew room Following this service and in recognition of his excellent seamanship, outstanding boathandling, tremendous courage and determination to carry on despite serious injury, resulting in the successful recovery of three survivors in weather conditions of unparalleled severity. Second Coxswain/Mechanic (Acting Coxswain) Roy Couzens has been awarded the Institution's silver medal for gallantry.

For their considerable courage, disregard for personal safety and outstanding efforts in performing this successful service, the Institution's bronze medal for gallantry has been awarded to Emergency Mechnic/Emergency Coxswain Michael Abbott and Crew Members Geoffrey Buckland, Dominic McHugh. Christopher Ryan, Robert Bruce and Eric Tanner.

A framed letter of thanks from the Institution's chairman, the Duke of Atholl, has been accorded to Shore Helper David Moore for his help to the divers during their hazardous task and in landing the survivors.

Similar letters go to the master and crew of the Dover Harbour Board tug Deft and letters of thanks signed by the RNLI's director, Lt Cdr Brian Miles, have been sent to the crews of the launches George Hammond II and Verily and to Universal Marine Divers of Dover, naming the two operators, Mr M Cook and Mr D Gill who cleared the lifeboat's fouled propeller shaft.South West Division Catamaran five rescued BRONZE MEDAL AT 0100 ON OCTOBER 16, 1987 Portland Coastguard contacted Lt Cdr B F Morris, honorary secretary of Weymouth lifeboat station, to inform him that a 40ft catamaran, 12 miles south of Portland Bill, was stationary under bare poles. She was experiencing engine and steering problems but the owner/ skipper said he did not want lifeboat assistance.

In view of the weather, south south westerly storm force 10, with rain reducing visibility and the forecast of increasing wind strength, Lt Cdr Morris decided to assemble the lifeboat crew.

While he was doing this the catamaran.

Sunbeam Chaser, requested lifeboat assistance. Her mast was being severely shaken and one engine was faltering.

The lack of engine power meant that the skipper could not keep the vessel's head to sea so he turned and started running with the sea on his starboard quarter.

At 0120 Weymouth lifeboat, the 54ft Arun class Tony Vandervell, slipped her moorings and proceeded under the command of Coxswain/Mechanic Derek Sargent. The normal track to the casualty would be between the Shambles and Portland Bill. However, weather conditions that night prevented such action and a course was set to go outside the Shambles.

During this passage the VHP aerial was washed away and a windscreen motor became jammed. Nine foot of starboard spray rail was damaged, the Decca Navigator lost lock, the plastic clips securing the inflatable Y boat carried on board were torn loose and two crew members went on top to lash the boat down.

Two perry buoys and a boathook were also washed overboard. To further distract the coxswain, the small amount of water in the bilges was thrown up and constantly set off the bilge alarm.

The coxswain set a VHF/DF course for the casualty's area, where HMS Birmingham and RFA Black Rover were standing by. Radar contact was made with the warship at a range of nine miles and as the lifeboat closed the casualty's lights could be seen. HMS Birmingham had laid oil in an attempt to minimise the breaking sea and RFA Black Rover attempted to form a lee for the casualty.

The lifeboat arrived on the scene at 0420 and the catamaran could be seen running east with a jib roller reefing and reefed nearly home. The lifeboat radio operator spoke with the casualty and a request was made from Sunbeam Chaser that the crew be taken off.This request was seemingly made without the consent of the skipper. He sat in the conning seat on the starboard side, looking fixedly ahead, apparently not acknowledging the presence of the lifeboat.

The crew of the catamaran, three men, a youth and a woman asked to be taken on board the lifeboat. RFA Black Rover could not get close enough to provide an effective lee and the catamaran skipper continued running with the sea on his starboard quarter, which caused the craft to corkscrew wildly.

On board the lifeboat Coxswain Sargent went to the upper steering position and the crew ranged fenders down the lifeboat's starboard side. Four crew members clipped themselves to the safety wire in the starboard waist, one to the starboard quarter and one stood ready by the after door to transfer the casualties into the main cabin.

The coxswain then approached the casualty's port quarter and started easing the lifeboat up to the catamaran, which was still corkscrewing wildly and veering away whenever the lifeboat came close. The coxswain was very conscious that if the casualty veered to port the lifeboat could have driven over the top of her. * After 15 minutes the coxswain got alongside and one man was grabbed before the catamaran once again veered away. After another five minutes the three men and the woman were transferred to the lifeboat.

During the whole time the lifeboatmen were constantly up to their waists in water, swamped by the following sea.Throughout the operation the skipper ignored the lifeboat despite appeals through the coxswain's loud hailer. It was, therefore, a skilful display of seamanship by the coxswain that not only resulted in the rescue of five people but ensured that no damage was done to either boat.

The skipper, by his silence, made his intention to stay with the catamaran very clear. The five survivors were wet and cold, one suffering from shock and the coxswain wished to get them ashore as quickly as possible.

However, he could not leave the owner/ skipper, so remained to escort him into Weymouth.

The skipper did not follow the lifeboat nor did he acknowledge radio instructions that he was getting too close to the Shambles. The catamaran took the route between the Shambles and Portland Bill and passed east of West Shambles buoy. The coxswainreported that if the casualty had been 100 yards further east he would have broken up on the Shambles.

When the shelter of Weymouth Bay was reached seamen from HMS Birmingham transferred to the casualty to assist as crew for entry into Weymouth.

At 0930 Weymouth lifeboat secured alongside to land the five survivors.

Following this service the bronze medal for bravery was awarded to Coxswain Derek Sargent. Medal service certificates went to Second Coxswain Christopher Tett, Assistant Mechanic Colin Pavey and Crew Members David Pitman, Robert Gray, Robin Blues and Graham Keates.

Letters of thanks signed by the director, Lt Cmdr Brian Miles, were sent to the Commanding Officer, HMS Birmingham and the Master, RFA Black Rover.

Scotland (North) Division Called out twice FRIDAY, JULY 17, 1987, found Scotland's Banffshire coast in the grip of force 6-7 east-south-easterly winds and rough seas, with overcast skies and rain squalls adding to the wintry scene.

At 1939 the station honorary secretary at Buckle, Mr John Fowlie, in response to his pager signal, telephoned HM Coastguard MRSC in Peterhead and was asked to launch the station's 52ft Arun class lifeboat Charles Brown to the aid of the auxiliary yacht. Samphire which had suffered sail damage in the heavy weather.

The yacht's approximate position was given as 20 miles north of Macduff.

Mr Fowlie was already at the boathouse, in discussion with Coxswain John Murray and other key crew members and was, therefore, able to reply that Charles Brown would launch immediately.

The lifeboat slipped her moorings at 1943 and, having cleared Buckie Harbour, steamed to one mile clear of land to be able to receive a VHP signal from the Samphire, so that a course could be obtained from the DF equipment.

The casualty's position was fixed at four miles north of Troup Head. Her skipper had been instructed by the coastguard earlier to proceed southwards with caution and Coxswain Murray set his course to intercept the yacht.

The strong winds, gusting above 40 knots, were causing a swell of 30 feet at times and the tide was one hour after high water neaps, giving a 0.8 knot set to the east. Between rain squalls maximum visibility was one mile, but the motion of the lifeboat, with heavy driving spray, was making the task of the lookouts difficult. Coxswain Murray therefore reduced speed to 10 knots as he approached the search area, detecting the Samphire by radar at three miles range and seeing her at a mile, on a southerly heading under reduced sail.

The lifeboat went close alongside at 2120 and established that the three occupants were all right. The yacht's engine was started, the sails were stowed and the Charles Brown escorted her to Macduff Harbour, at about six knots, arriving at 2200.

When assured that all was well aboard the Samphire, the lifeboat sailed for her station at 2220, arriving at 2330.

Two hours later, the Charles Brown was at sea again, this time to go to the aid of the 50ft Swedish topsail schooner Monsoon of Ekero, reportedly broken down five miles north east of Portknockie.

The sky remained overcast and visibility was again limited to one mile between rain squalls. The easterly wind, force 6-7, showed no signs of abating and the sea state continued to be rough with a pronounced swell.

An hour after low water neaps the tide was flowing from the east at less than one knot. On clearing the harbour Coxswain Murray set course at full speed for the casualty's reported position.

The yacht was called on VHP radio, but her reply was weak and broken and no DF bearing could be obtained.

On reaching the datum position a search was carried out, but nothing was found.

Moray MRSC was asked to relay to the Monsoon that the lifeboat was about to fire off a white paraflare. Coxswain Murray asked the yacht to look for it and take a bearing.

When the casualty reported no sighting, the coxswain stopped the Charles Brown and obtained the best VHF/DF bearing he could get. The bearing indicated that the Monsoon was between west and west north west of the lifeboat and the coxswain set a course of 280° at full speed, informing the MRSC of his actions.

The coxswain then asked Moray MRSC for their best DF bearing of the casualty and crossed this with his own to give an approximate position of six miles north of Burghead. Another bearing from the coastguard aerial at Thrumston confirmed the approximate position of the Monsoon.

The casualty was detected by radar at three miles range and seen at one mile.

She was seven miles north west ofBurghead, with her anchor down, at full scope, in approximately 100 feet of water and dragging.

She had only a small scrap of sail hoisted (it was learned later that she had suffered rigging failure). Her engine was unusable and she was pitching heavily in the rough seas and heavy swell, burying her long bowsprit.

At 0316, as the Charles Brown approached the yacht, her anchor line was cut free. Coxswain Murray learned that the four occupants were not injured and did not want to transfer. A towlinewas passed from the lifeboat and. after some initial diffieulty by the yachtsmen in securing it, was taken up at dead slow speed.

The sheering of the yacht in the heavy weather made progress slow, despite the use of a long line. Moray Coastguard reported the wind speed as force 9, but the coxswain estimated it as only force 8 as he progressed at idling speed towards the land, on a course of 140°.

Within one mile of the land some letwas experienced and the coxswain now had the benefit of daylight. The towline was progressively shortened as the Charles Brown approached Burghead from the south west.

Near the entrance the swell, following the contour of the headland, caused the lifeboat and her tow to sheer violently, but once this had been negotiated safely the yacht was secured alongside at 0549.

After a hot drink and having ensured that the survivors were not in need of further aid, Charles Brown sailed from Burghead at 0615, arriving at Buckie at 0725. She was moored, refuelled and ready for service ten minutes later.

Following this service, in recognition of the teamwork and dedication displayed by Coxswain Murray and his crew during these two arduous services, a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, has been presented to Coxswain John Murray, Acting Second Coxswain Kenneth Farquhar, Mechanic George Stewart and Crew Members Phillip Latchem, Gordon Lawtie and Steven Matheson.

East Division Skin diver missing AT 1335 ON SUNDAY, AUGUST 23, 1987, Humber Coastguard informed the station honorary secretary at Fiamborough lifeboat station, that a skin diver was missing off Fiamborough Head.

He agreed to an immediate launch, firing the maroons at 1338. Ten minutes later Flamborough's 37ft Oakley class lifeboat The Will and Fannv Kirbv launched down the slipway and proceeded on service.

The weather was good with occasional rain showers reducing visibility. The wind was north-easterly 3/4, giving a slight sea and there was a low northeasterly swell. It was 31/: hours before high water.

An immediate search was started and at 1400 the diver was sighted on a ledge inside a cave, at the foot of the cliffs, at a point where they are about 200ft high with a slight overhang. The surrounding water is full of rock ledges and scars.

A Wessex helicopter from RAF Leconfield attempted a rescue, but could not in the conditions get close because of the cliffs. Coxswain James Major knew he could not get The Will and Fanny Kirbv close in a powered inflatable inthe area was waved across.

The inflatable, a 14ft Domino 6.

powered by an Evinrude 40hp engine with remote midships control, came alongside with the owner. Mr David James, of Basford, Nottingham aboard.

He agreed to help and Second Coxswain/ Mechanic Leslie Robson and Assistant Mechanic Robin Sunley jumped aboard.

With Robson taking the helm, the inflatable started an approach through the broken, rock-filled water towards the diver at the cliff base. As they got near, a large breaking sea lifted the boat on to a rock ledge and stranded her there. The next sea filled the boat, washing her off and under the cliffs.

The inflatable was then manoeuvred as close as possible in the confused seas, filling twice more before Sunley and Robson jumped over the side and dragged her in closer.

Mr James then jumped over to help hold the boat while Sunley scrambled up to the skin diver, persuading him to leave his refuge and climb into the inflatable. Sunley then held on to the bows as the others climbed aboard and Mr James started the engine. The boat was in gear and set off, carrying Sunley off his feet and seawards, hanging on to the bow painter.

Robson put her out of gear and, as another sea tilled the inflatable, lifted his colleague aboard. The boat was then driven out through the sea to the lifeboat and the survivor and Mr James were put on board.

Robson and Sunley started a search around the shoreline for a second skin diver reported missing, but he was found ashore and they were called back to The Will and Fanny Kirby at 1425.

The lifeboat and inflatable returned to Fiamborough, where the lifeboat was rehoused, refuelled and ready for service at 1500. The casualty was landed on the beach and delivered to the care of the coastguards. He did not need medical treatment, although he was checked over by a waiting ambulance crew.

Following this service a framed letter of thanks signed by the Duke of Atholl.

chairman of the Institution, was presented to Second Coxswain/Mechanic Leslie Robson, Assistant Mechanic Robin Sunley and to Mr David James, in recognition of their resourcefulness and skill in effecting a difficult rescue in dangerous waters.

Ireland Division Two saved from yacht AT MIDNIGHT ON SUNDAY. JULY 19, 1987 two members of Arranmore lifeboat crew were alerted by the sound of her distress siren to the plight of the yacht Achill Beg. which had broken from her moorings and was being swept towards the rocks at a point known locally as Gpb Dubh.

The yacht had broken tree in a strong northerly gale, gusting force 7 to 8, which had blown up while the male members of her crew were ashore for refreshment.

Still on board were the skipper's wifeand daughter, who had sounded the alarm.

Second Coxswain/Assistant Mechanic Francis Bonner and Shore Second Coxswain/ Mechanic John O'Donnell, hearing the siren, had only a few minutes in which to size up the situation.

They ran to the pier, where the yacht's inflatable dinghy was tied up.

started its outboard and reached the Achill Beg, rescuing the two women 10 minutes before the vessel ran aground.

Arranmore's 47ft Tyne class lifeboat William Luckin was launched in an attempt to recover the yacht, but she had been holed below the water line and sank within 30 minutes of hitting the rocks, leaving onlv her bows above the surface.

A letter signed by the then director of the RNLI, Rear Admiral W J Graham, has been sent to Second Coxswain, Assistant Mechanic Francis Bonner and Shore Second Coxswain/Mechanic John O'Donnell, praising their quick reactions and devotion to duty, resulting undoubtedly in the saving of two lives.East Division Stranded swimmer R LIFEBOAT CREW were paged at 1428 on Saturday, August 8. 1987, following a report of a man having been cut off by the tide below Hunt Cliff, Saltburn.

The station's Atlantic 21 rigid inflatable lifeboat Wildenratli Wizzer launched six minutes later, followed in another five minutes by the D class inflatable lifeboat D 237, on temporary station duty at Redcar.

The swimmer — an American visitor — was located by the Atlantic 21 at approximately 145(1. He was standing on a fall of shale, clear of the water and about 30ft wide, at the base of the 25()ft cliffs.

At the scene, 10ft swells were breaking against the cliffs and for some distance offshore.

Wildenratlt Wizzer attempted to veer down to the casualty, but could not find a hold for the anchor and after three attempts had to abort. D 237 arrived and, with a line to the Atlantic 21 also attempted to veer down, but without success.

The Atlantic 21 then approached as near to the casualty as possible, enabling Crew Member Anthony O'Donnell to enter the water and, with a line, swim to the base of the cliff.

The lifeboat was rearing in the heavy swell, however and the line was lost.

The D class, which had been standing by. transferred Crew Member Ernest Bennett to Wildcnrath Wizzcr and a further attempt was made to send a line ashore, using Bennett as the swimmer.

The heavy swell and side sweep of the tide carried the line to leeward where it became foul of some underwater obstruction.

There was a growing danger of Bennett, who was by this time also on the shale, being dragged into the water towards the obstruction and so he was forced to let go of the line.

At this juncture the D class was driven ashore on to the shale in a heavy breaking swell. The boat was turned head to sea and, with the American swimmer on board, was held by three crew members while 1 lelmsman Steve Morris attempted to re-start the engine.

This attempt failed and the boat was torn from the grasp of the three crewmen in the water by the weight of three much larger swells. Helmsman Morris was thrown against the engine and sustained a deep cut below the left eye.

Both he and the casualty had to leave the boat quickly as she was being swept from the shale and was about to be dashed against the base of the cliffs.

It was now 1514 and this last incident was observed from the top of the cliffs by coastguards who asked for assistance from a Sea King helicopter from RAI Boulmer. The helicopter arrived at 1005 and winched the four crew members and the swimmer on board, transferring them to the Atlantic 21 lifeboat.Helmsman Peter Hodge then transferred the casualty to Teesmouth's 47ft Tyne class lifeboat Phil Mead, which had arrived to offer any possible assistance.

Wildenrath Wizzer then returned to station and was beached at 1642.

The D class could not be recovered until the tide had ebbed considerably.

By 1910, with the welcome help of Redcar Beach Patrol, who helped with a four-wheel-drive vehicle, the crew were able to return D 237 to her trolley.

The engine suffered considerable damage, as did the VHF radio. Various items of equipment were missing but the hull, which was still inflated, seemed to have survived its battering remarkably well.

Following this service, a letter of commendation, signed by the then director of the RNLI, Rear Admiral W J Graham, was sent to the station, commenting that the entire operation was carried out in an cxemplarv manner bv crervone concerned . . . adding that the fate which befell the D class in no way reflected upon anyone involved in the service.

South East Division Cargo vessel alert AT 0450 ON FRIDAY. October 16, 1987— the day Britain was hit by the worst storms for 200 years—the coaster Union Mars reported to coastguards that she had suffered steering failure three miles south south east of St Catherine's Point.

Isle of Wight.

Although the vessel had not sought assistance it was feared that she could be driven ashore in the prevailing southsouth- easterly storm force 10 winds. As a result the station honorary secretary at Yarmouth, was asked by the coastguard to have the lifeboat crew called to a state of immediate readiness.

Bembridge lifeboat was also standing by to launch and the coastguard rescue teams, too. were on alert.

After further discussion between the station honorary secretary, the operations staff at Poole RNLI headquarters and Coxswain David Rennet!, it was agreed to take the Yarmouthlifeboat a 52ft Arun class. Jov and John Wade, around the north of the island to Bembridge to await further developments.

The crew were contacted and told to report to the boathouse. This proved to be no easy task for them, as many roads leading to Yarmouth were blocked by fallen trees, brought down in the storm.

However, this did not deter them and by 0620 all had mustered.

The lifeboat left her moorings at 0623, proceeding east and. despite the worst conditions in the Solent in the experience of Coxswain Rennet!. arrived off Bembridge at 0745, where she moored off the lifeboat slipway.

•Meanwhile, the Union Marx had repaired her steering and by 0855 had fought her way to six-and-a-half miles south of St Catherine's Point and was turning towards the Nab.

By 1147 she had gained the lee of the island and was deemed to be out of danger. The lifeboat was therefore released to return to her station.

She returned at 1345. having picked up a stranded dory off the beach at Cranmore en route. This boat it was established immediately had broken away from her moorings off Bouldnor during the night and no-one was missing.

Following this service a letter of thanks, commending the Yarmouth crew members' determination and devotion to duty was sent by Lt Cdr Brian Miles, then the RNLI's deputy director/ chief of operations, to the station honorary secretary..