West Division January storm BRONZE MEDALS AT 1137 ON WEDNESDAY, JANUARY 6, 1988 the Blackpool station honorary secretary, Mr Rowland Darbyshire was alerted by Liverpool Coastguard MRSC that a small vessel had fired red flares 11/4 miles north north west of the lifeboat station and another had capsized I3/* miles south west.

The lifeboat crew pagers were activated and, on arrival at the boathouse, the two senior helmsmen, Keith Horrocks and Philip Denham discussed the weather conditions with the SHS.

The wind was north-westerly force 5 with a north-westerly sea. Broken seas extended for some 200 yards to seaward from the promenade to the surf edge, where there were waves of 9 to 10 feet.

High water was due at 1230 and although a nominal northerly flow of half a knot would have been expected, the wind and undertow gave a southerly flow of about three knots.

Both helmsmen were confident that they could cope with the conditions, despite their being at the upper operating limit for the two 16ft D class inflatable lifeboats stationed at Blackpool.

At 1149 D310, with Helmsman Horrocks and Crew Members Stuart Cottam and Terence Rogers on board, launched from the steps adjacent to the boathouse and proceeded towards the southernmost casualty.

D300 was meanwhile towed towards Squires Gate by a police Land-Rover, but as the northernmost casualty was seen to be signalling desperately, Helmsman Philip Denham decided to launch from the Slade at Manchester Square.

PC Pat Jackson, the police driver, backed the Land-Rover down to the water's edge and then helped to launch the lifeboat (saving a delay while the launch crew reached D300 from the boathouse where they had launched D310).

PC Jackson, dressed in standard policeuniform, was soaked up to his chest, having entered the water with boat and trolley to assist the launch. D300 launched at 1152 with Helmsman Denham and Crew Members Robert Browell and Alan Parr on board.

D310 meanwhile proceeded westwards to clear Central Pier, constantly filling with water in the surf. The lifeboat closed the casualty Dijon and told the occupant to head to sea and wait for D300, as the capsized vessel was in urgent need of attention.

Helmsman Horrocks then took D310 southwards, running down sea and squaring up again to gain sea room as the lifeboat approached the surf edge.

On finding the upturned bows of the capsized casualty Peebles Helmsman Horrocks used skill and judgment in circling the boat before establishing that no-one was with her.

It was obvious that any of Peebles' crew in the water would have been swept south and so the lifeboat continued to search the surf in that direction.

An object was sighted 50 yards to the north north west and was found to be a person face down in the water.

Helmsman Horrocks slowed right down and held D310 in line with this casualty, drifting rapidly towards the lifeboat. Sea conditions at the scene were seven foot waves of broken surf with reflected waves causing a confused cross sea with steep peaks. The man was hauled aboard and both crew started trying to resuscitate him while Helmsman Horrocks ran the lifeboat into and up the beach.

The survivor was not breathing by himself and had a weak, erratic pulse.

He was transferred to the police Land- Rover and taken up to the ambulance standing by.

D300 also came ashore and Helmsman Denham and Crew Member Rogers —both qualified first aiders—continued resuscitation and heart massage until the ambulance crew took over.

Although alive when landed, sadly the man was declared dead in the intensive care unit at Blackpool Hospital three hours later. While D310 had been pulling the man from the water, D300 had intercepted Dijon which was drifting south at about four knots and closing the surf edge, where there was a danger of swamping or capsize.

The wind was north west 25 knots, with short, steep seas of 10 to 12 feet, confused by reflected waves from the promenade wall.

D300 approached Dijon's port quarter and Helmsman Denham instructed the occupant to let go his anchor, as themotion of the casualty precluded going alongside, with serious risk of injury to the lifeboat crew members or damage to the D class.

Once the anchor had been dropped the casualty steadied bow west, with the seas breaking over the starboard shoulder.

D300 again closed the port quarter and instructions were passed that the lifeboat would make a much closer approach when Dijon's occupant should jump.

However, as the lifeboat turned away to port, the survivor tried to leap the gap of 10 to 15 feet, landing partly in the water and partly on the starboard sponson of D300. The crew hauled him inboard.

D300 headed seawards, partly to drain excess water before turning and partly to clear the area of reflective waves. Dijon meanwhile was swamped and sank.

Once clear of the reflective waves, Helmsman Denham worked D300 south before running south east and then east to the beach at Squires Gate where the survivor, who was uninjured, was landed at 1206 and taken to hospital for a check-up.

He first confirmed that there had been two people on board Peebles and, after the ambulance had left, all the lifeboatmen agreed that this second occupant would be close inshore, drifting south, in an area inaccessible to the larger lifeboats from Fleetwood (44ft Waveney class Lady of Lancashire) and Lytham St Annes (47ft Watson, The Robert), which had also been launched.

Both D class crews insisted on relaunching, D310 leaving the beach at 1210 with Helmsman Horrocks and Crew Members Parr and Cottam, followed five minutes later by D300, with Helmsman Denham and Crew Members Rogers and Browell (after the latter had changed over the fuel tank on D300 while his colleagues attended the injured man).

Both lifeboats searched the area for !3/4 hours, first with the help of an oil rig support aircraft from Bond Helicopters, Blackpool Airport and later by two SAR helicopters, a Wessex from RAF Valley and a Sea King from RAF Boulmer.

The wind force increased as the search continued, one gust registering force 9. Various items of flotsam were seen and investigated, two lifejackets were recovered and items observed by the helicopters and marked with smoke floats were also investigated.

D300's engine tilt mechanism was damaged in shallow water while one such object was being investigated.

Sea conditions remained treacherous throughout the search and both helmsmen were acutely aware of the danger of being capsized bow over stern. Both boats shipped a lot of water—coped with by the transom drains—and on each seaward leg of the search pattern flying spray made conditions very difficult, with the saltwater and suspendedsand affecting the eyes of all crew members.

Following this service, carried out at and beyond the upper limits for this class of lifeboat, the bronze medal for gallantry has been presented to Helmsman Keith Horrocks and Helmsman Philip Denham in recognition of their superb seamanship and skill displayed in the handling of their craft.

The thanks of the Institution inscribed on vellum has been awarded to Crew Members Stuart Cottam, Terence Rogers, Robert Browell and Alan Parr for the part they played in this arduous service.

In addition, a letter of thanks signed by the director, Lt Cdr Brian Miles, commending the actions of PC Pat Jackson, has been sent to Blackpool's chief superintendent of police.

West Division Stranded yacht AS DUSK FELL ON Tuesday, October 6, 1987, Liverpool Coastguard MRSC advised New Brighton's station honorary secretary, Captain John Billington, that a small yacht, believed to be the 24ft Samsal, had been observed possibly in trouble outside the main channel of the entrance to Liverpool, some five miles north west of the lifeboat station.

The SHS agreed to an immediate launch, activating the crew's pagers at 1732. New Brighton's Atlantic 21 rigid inflatable lifeboat Blenwatch launched at 1745 and proceeded on service.

At the launch site there was a westerly wind blowing, force 4 to 5, with a moderate sea and westerly swell of 4ft.

Occasional squally showers reduced visibility as Blenwatch launched 20 minutes before low water (spring tides), in virtually slack water.

Heading on a course of 350° Magnetic down the Crosby Channel, Helmsman Anthony Clare, accompanied by Crew Members Geoffrey Prince and Anthony Jones, took the lifeboat towards C17 Buoy.

Once clear of the shelter of land, weather conditions worsened. The wind had increased to force 6 and was accompanied by a short, steep sea and 4ft swell.

Helmsman Clare proceeded at best speed in the conditions, hampered by the stalling on three or four occasions of the starboard engine. However, after renewing the plugs it ran satisfactorily, although attempts to re-start it had seriously reduced the available battery power, causing the echo sounder to stop working.

C17 buoy was reached with no sign of the casualty and so Helmsman Clare landed Crew Member Prince at a point two cables south, where the sand had encroached over the training wall.

He walked about 1A of a mile southwestwards to the highest point of the bank, but could see nothing. Helmsman Clare, meanwhile, continued to search the channel area between C15 and C17 buoys.

Liverpool Coastguard MRSC reported another sighting of the yacht, south west of the Burbo Bank, apparently under reefed jib or engine. Helmsman Clare recovered his crew member at 1830 and proceeded on a course of 150° Magnetic up the Crosby Channel to attempt the Rock Channel and get to the southward of the Burbo Bank.

Making full speed to the Rock Channel the lifeboat arrived there at 1840.

The wind was now force 7, gusting to force 8 in squalls which again limited visibility. It was also getting dark.The funnel effect of the channel, together with the flooding tide, caused the tide to run at about 3'/2 knots. The seas were 8-10ft and breaking.

Hoylake's 37ft 6in Rother class lifeboat Mary Gabriel, which had been on standby, launched shortly after 1835 at the request of the New Brighton helmsman, who was aware of the limitations of his own craft as a search vehicle in the prevailing conditions.

Battery problems severely restricted his use of the searchlight and once clear of the Rock Channel, Helmsman Clare knew that his course would be virtually beam on to the seas. Bearing in mind the fading light and slow progress to the north west, he decided to return to the main channel, which the lifeboat reentered at 1855.

His decision, made in the belief that Samsal would be driven back across the Burbo Bank towards the main channel, was vindicated when, after a half hour search in the dark, the yacht was discovered aground on the sandbank, lying bow to north and being pounded by the breaking seas.

The Crosby West Training bank— lying between the casualty and the lifeboat—could be seen in the deepest troughs. Samsal's crew appeared to be trying to inflate a liferaft and Helmsman Clare considered that they were in imminent danger as, once the yacht was driven on to the training wall, she would break up.

After watching the wave patterns on the wall, he drove Blenwatch across and on to the Burbo Bank at 1935. Once over the wall, the seas were very short and confused, 4-5 feet and breaking.

Samsal was rolling heavily, her boom swinging freely. Helmsman Clare decided to tow the yacht over the training wall into the main channel before attempting to take off her three crew, as the water alongside Samsal was shallow and very rough. The yacht's mast and boom also posed a threat to the safety of the lifeboat and her crew.

Helmsman Clare closed the yacht from the south east and shouted his instructions to her crew. He then made a dummy run to assess the situation close to the casualty, again from the south east, while his crew prepared the tow.

The lifeboat's port engine kept stalling at slow speed and so the final approach was made with the port engine on high revs (3,000) and the starboard engine on low revs. A tow line was eventually secured and Samsal was pulled round to the east north east, over the training wall and into the main channel at 1950.

The three yachtsmen were wet and tired but bailing furiously to keep pace with the leaks in Samsal's hull. They wanted to beach the boat but in the absence of a safe beach in the prevailing weather conditions it was decided to tow them to Liverpool Marina.

The tow up to the Crosby Channel was slow, with the yacht yawing con-siderably. The quarterly seas were increasing with the rising tide as the Burbo Bank covered.

Blenwatch and the casualty arrived off the entrance to the Albert Dock complex at 2045. Liverpool Coastguard informed Helmsman Clare that no lock would be available until the following morning. After consulting the three yachtsmen, the Port Authority and the coastguard it was agreed to leave Samsal moored alongside the dock wall, close to where the yachtsmen had left their car, containing food and other provisions.

Blenwatch left the casualty at 2120 but en route to Egremont Slipway the starboard engine failed and would not re-start. The lifeboat proceeded without lights, to conserve battery power for the radio, the beach party were advised and the trolley was rigged for a net recovery.

Beach conditions were not good, with a confused wave pattern caused byreflected waves from the dock walls on the north east side of the river.

The net carried away as Blenwatch made her first approach and recovery had to be aborted while the trolley was re-rigged. The second attempt was successful, thanks to the excellent coordination of Tractor Driver Francis Brereton. The lifeboat was recovered at 2145, repaired, rehoused, refuelled and ready for service at 2230.

Following this service, Helmsman Anthony Clare has been awarded the thanks of the Institution inscribed on vellum. Framed letters of thanks signed by the Institution's chairman the Duke of Atholl have been awarded to Crew Members Geoffrey Prince and Anthony Jones and a letter of thanks from Captain George Cooper, chief of operations, has gone to Tractor Driver Francis Brereton.

South East Division Lifeboatman injured AT 05 15 ON FRIDAY, JANUARY 22, 1988 Mr Llew Hardy the station honorary secretary of Swanage lifeboat was advised by Portland Coastguard that the MV Renee was in difficulties in heavy seas 10 miles south south west of Anvil Point.

The vessel was reported to be down by the head, experiencing heavy vibration and making little headway in the prevailing conditions.

The SHS agreed to launch the lifeboat and instructed the coxswain to fire maroons. This was done at 0530 andseven minutes later the station's 37ft 6in Rother class lifeboat J Reginald Corah was launched on service.

Weather conditions at the time of the launch were wind south west force 8-9, sea rough and visibility poor, reduced by spume and spray. High water was due at 1100.

The slipway was reasonably sheltered from the full force of the wind, but a heavy swell was sweeping across it. On launching, the lifeboat touched bottom and the swell knocked her bow off to port. Coxswain Victor Marsh was able to regain control immediately and course was set at 0600 Magnetic.

Passage to the casualty was made in very heavy seas with the lifeboat continually shipping water overall. At 0600 the lifeboat was 2.2 miles south east of Anvil Point and course was altered to 240° Magnetic and the Renee identified on radar at a distance of four miles. A VHF/DF fix was taken.

While steaming towards the casualty, the lifeboat fell heavily off a particularly steep sea, causing radar operator David Corben to injure his back. He was replaced by Second Coxswain Christopher Haw.

At 0647 Renee was sighted half a mile away, heading north east at two knots.

Her captain requested Coxswain Marsh to check on his vessel's anchors, bringing her head to sea to enable this to be done. Their position was now approximately three miles south south west of Anvil Point where the south-westerly force 9 wind had created heavy seas and swells from the south west.

The tide was setting 074° True at one knot. Coxswain Marsh manoeuvred the lifeboat and confirmed that the Renee's starboard anchor was secure. The lifeboat was then steamed around the vessel's stern, to check on the port anchor, which was found to have broken from its stowage, with the anchor cable clearly visible from the light of the lifeboat's searchlight, leading aft under great weight. The coxswain thought there was little chance of recovering the anchor under the prevailing conditions and advised the Renee's captain to follow the lifeboat towards Swanage Bay until such time as the anchor held.

At 0722, after covering little more than a mile at two knots, the anchor brought up in a position two miles south south west of Anvil Point. The vessel was laying to her port anchor, heading in a south-westerly direction.

The captain of the MV requested lifeboat assistance to clear the anchor, as none of his crew was prepared to venture out on deck in the conditions.

The Renee was lying bow down with heavy seas continually sweeping over her side decks and shipping spray overall.

The coxswain took the lifeboat along the Renee's starboard side, with Second Coxswain Haw and Crew Member Martin Steeden standing by to make the transfer, but he considered it too rough to complete the manoeuvre successfully.

Instead, he took the lifeboat around the vessel's stern, through very rough, confused seas to run up on the port side.

Second Coxswain Haw and Crew Member Steeden were positioned forward ready to make the transfer. The remaining crew members were also on deck to assist, with the exception of David Corben, who had returned to his seat to operate the radar and radio.

The lifeboat's motion alongside was extremely lively, with a rise and fall estimated at between 10 to 15 feet.

Heavy water was being shipped throughout and the force of the wind blown spray was painful on the faces of the crew.

During the first attempt to manoeuvre alongside the bow was knocked away. On the second attempt the lifeboat's motion was not synchronised with that of the casualty and, because of the danger of the lifeboat landing on the deck of the Renee this attempt was aborted.At the third attempt, Crew Member Steeden managed to clamber aboard, but Second Coxswain Haw was left clinging to the outside of the gunwale.

Coxswain Marsh immediately pulled astern but nevertheless the lifeboat came into contact with Christopher Haw's left leg as he hung perilously over the side of the coaster.

Fortunately the next wave washed him inboard. The side deck was awash to a height of two to three feet and Crew Member Steeden helped his second coxswain to the aft accommodation.

The ship's first mate also came on deck to assist and Haw was placed in the captain's cabin feeling faint and in pain.

Having ascertained that his colleague was being looked after, Steeden and the first mate proceeded to the foc'sle head where he opened the hatchway to the chain locker and located the pin securing the end of the anchor cable.

A scaffold pole was used to slip the anchor cable and Coxswain Marsh then instructed the Renee to follow his course to Swanage Bay. Passage was made at approximately three knots. At 0749 the lifeboat requested an ambulance and doctor to attend to Second Coxswain Haw, but at 0820 Crew Member Airlifted Steeden reported that the injured lifeboatman was in severe pain, very cold and suffering from shock. He recommended that Haw be airlifted to hospital.

On the return passage the wind veered to north westerly force 10. The helicopter Rescue 174 from HMS Daedalus was requested to pick up the injured man and at 0853 he was airlifted from the Renee which was by now anchored in Swanage Bay. The helicopter landed close to Poole Hospital where he later recovered after treatment for severe bruising to his left leg.

Crew Member Steeden was transferred from the Renee to the lifeboat, once the airlift was completed and the lifeboat was rehoused and ready for service at 0912.

Crew Member David Corben suffered a severe jolt to his back which caused temporary pain during this service and all crew members suffered fatigue when the service was complete.

Following this service the thanks of the Institution inscribed on vellum has been accorded to Coxswain/Mechanic Victor Marsh and Emergency Mechanic Martin Steeden.

A letter of appreciation signed by the director, Lt Cdr Brian Miles, has been sent to Second Coxswain Christopher Haw, Emergency Mechanic David Corben and Crew Members Anthony Higgins, Nicholas Harris and Michael Marsh.

A letter of appreciation signed by the chief of operations, Captain George Cooper, was sent to the SAR helicopter crew before their squadron was disbanded on April 1, 1988.South West Division Family rescued AT 2125 ON SATURDAY, JULY 11, 1987, Hartland Coastguard informed Clovelly lifeboat's Staff Coxswain Roger Smith that the 29ft yacht Moon Dragon required immediate assistance two miles west of Hartland Point.

At 2129 the 70ft Clyde class lifeboat City of Bristol slipped her moorings and proceeded at full speed. A Wessex helicopter from RAF Chivenor was also alerted, joining the search at 2145.

The casualty was located 4'/2 miles west of Hartland Point, the helicopter arriving there first and putting a winchman on board to enable the youngest person on the yacht, a five-year-old girl, to be lifted into the helicopter.

The pilot decided that it would be unsafe to winch any further personnel from Moon Dragon because of the violent movement of the boat and the danger of the yacht's rigging causing injury.

The casualty was lying bare poles, beam to the sea, bow west in the Hartland Race. Weather at the scene was hazy visibility, with dusk falling.

The wind was west south west force 5.

There was a moderate sea but with a swell of 25-30ft in the race. Waves were breaking on top of the swell and the tide was on the ebb, causing a wind-againsttide situation.

The lifeboat arrived on scene at 2207 and Coxswain Smith decided to use the D class inflatable lifeboat to evacuate the wife and remaining two children from the yacht, leaving the husband on board.

While the D class was being launched the coxswain lay to the south of the casualty to create a slight lee for the inflatable.

Helmsman Robert Carswell, accompanied by Crew Member Laurence Conibear, took the D class clear of the lifeboat and alongside the starboard side of the casualty. The woman and two children were taken aboard and the D class returned to City of Bristol.

The survivors, in a state of distress and suffering from seasickness, were taken down below to keep warm and were made as comfortable as possible.

The coxswain decided that it would be better if the yacht could be moored out of the race, rather than towed, in view of the prevailing sea conditions.

The D class returned for the casualty with Helmsman Carswell and Crew Members Conibear and Michael Bowden on board. On arrival alongside Moon Dragon Crew Member Bowden jumped aboard and the inflatable returned to the lifeboat.

The D class was then hoisted on board the City of Bristol and lashed down. Some damage was caused to the inflatable as she was recovered from the race.

On board the casualty Crew Member Bowden started the inboard diesel and helmed the yacht north-easterly, clear of the race. A course was then set to skirt the race to the north and then head for Clovelly. The lifeboat followed astern until the yacht was clear of the race. Then she headed for Clovelly, radioing ahead for an ambulance.

On arrival at Clovelly the three survivors were landed ashore to the waiting ambulance crew. The lifeboat then returned to the yacht to escort her to moorings at Clovelly, where Crew Member Bowden and the husband transferred from the casualty.

City of Bristol arrived back at her mooring at 0125 after a four hour service.

Following this difficult service a framed letter of thanks, signed by the chairman, the Duke of Atholl, has been awarded to Coxswain Roger Smith, Motor Mechanic John Spillane and Crew Members Michael Bowden, Laurence Conibear and Robert Carswell.South East Division French trawlermen saved IN THE WAKE OF the hurricane which swept across South East England in the early hours of October 16, 1987, many of the boats berthed at Newhaven Harbour—ripped from their moorings in the 90-knot winds—had been blown up the river into the ferry berths.

Newhaven's 52ft Arun class lifeboat Keith Anderson, under the command of Coxswain Len Patten, was called upon that morning to assist with the clearing up operation and was in the midst of this task when, at 0930, Solent coastguard received a call from the French trawler La Franyoise, reporting that she was disabled and sinking seven miles south-west of Newhaven.

The auxiliaries of Newhaven Coastguard who were on duty that morning had been forced to evacuate their lookout because the windows had all been blown in by the hurricane force winds.

They were operating, instead, from their Land-Rover.

Communication between Solent Coastguards and the local unit were further hampered by the destruction of telephone wires and radio aerials along the coast, in the aftermath of the storm •and so the message regarding La Franfoise had to be relayed to Newhaven and shouted across the river to Coxswain Patten by one of the auxiliary coastguards.

Coxswain Patten immediately conferred by radio with Captain A Flint who was, on that date, deputy launching authority with operational control. At 0935 Keith Anderson was leaving Newhaven Harbour en route to the trawler's reported position.

The wind had by then moderated to south-westerly force 9-10, but the sea state outside the protection of the breakwater was very rough with a steep south-westerly swell of 10-12 ft in height. Frequent rain squalls and spray made visibility variable.

Using radar and the VHF/DF, La Fran oise was located at a position of 220° True 5.6 miles from Newhaven Harbour entrance.

The lifeboat made her best possible speed in the rough seas pitching and rolling violently. Communications between the lifeboat and Solent Coastguard remained impossible and an added complication was the inability of the French trawlermen to speak English, or of the lifeboat crew to speak French.

This problem was overcome by station administration officer and DLA M Tubb (later appointed SHS), a fluent French speaker, who was with Coastguards in the Newhaven Coastguard Mobile on top of the cliffs to the west of the town and who acted as interpreter between lifeboat and casualty, using the Land-Rover's radio.As the lifeboat reached the vicinity of the trawler at 1015, Mr Tubb established that there were five men on board La Fran oise and that the violent motion of their vessel in the rough seas was filling them with apprehension.

The weather conditions at the position of the casualty were south-westerly wind force 9, gusting to force 11, a very rough sea and steep south-westerly swell estimated to be 15ft in height.

Coxswain Patten manoeuvred the lifeboat as close alongside the trawler as he dared and moved ahead of it up wind, to enable a tow line to be passed to the trawler using a heaving line.

However, this operation was complicated when the French seamen decided to rig a bridle for the towline, the entire operation taking some 30 minutes.

During this period Coxswain Patten skilfully held the lifeboat in position ahead of the casualty, while his crew had to ensure that the towline did not have any slack in the water nor that it was pulled taut by the motion. This operation required great skill and patience by the lifeboat coxswain and crew.

During the subsequent tow back to Newhaven Harbour, made difficult by the following seas, the trawler was continually yawing. At the harbour entrance very rough seas were experienced but, once the shelter of the breakwater was gained, it was possible to shorten the tow and bring the trawler to safety.

Once moored, a pump was obtained to enable La Framboise to stay afloat so that she could be repaired. Keith Anderson returned to her station at 1305.

(Note: Shoreham Harbour's 47ft Watson class lifeboat Sarah Jane and James Season also launched to the assistance of La Fran oise but returned to station once it had been ascertained that Newhaven lifeboat was in sight of the casualty.) Following this service, Coxswain Leonard Patten, who has since retired, has been awarded a framed letter of thanks signed by the chairman of the Institution, the Duke of Atholl. A letter of commendation from the director, Lt Cdr Brian Miles, has gone to Second Coxswain Alan Boyle, Motor Mechanic Michael Beach and Crew MembersChristopher Bird, Phillip Corzi, Nicholas Gentry and Ian Johns, and to the station honorary secretary M Tubb a letter of appreciation from the chief of operations. Captain George Cooper.

South East Division Launch team praised THE STORMS which battered the south east coast of England last autumn left Eastbourne lifeboat station behind a three foot high sandbank, 30ft in length.

At 1913 on November 1, 1988, Coxswain Graham Cole received a message from Second Coxswain David Corke and from Dover Coastguard that two boats, each with two youths on board, had been reported missing by a parent.

The Coastguard was reminded that the station's 37ft 6in Rother class lifeboat Duke of Kent was off service because of the beach conditions, but that every effort would be made to launch.

Head Launcher Anthony Walker quickly organised his team of 20 helpers to shovel the bank to clear a path for the lifeboat to be launched from its skids.

The sea was calm and the tide was full and at 1933, helped by the launch crew, the lifeboat made a successful clearance of the bank and proceeded to search for the missing boats. Within minutes of the launch the lifeboat was recalled by Dover Coastguard, the missing boats having landed ashore safely. There had been a delay in the youths informing their parents of their safe return while they tried to find a public telephone which had not been vandalised. Following this service, a letter congratulating Head Launcher Anthony Walker and his volunteers for their first class job in successfully launching the lifeboat was sent to the station by the then deputy director/chief of operations Lt Cdr Brian Miles.

South East Division Norwegian yacht aground IN THE EARLY HOURS of Saturday, June 20, 1987, Ramsgate's 44ft Waveney class lifeboat Ralph and Joy Swann launched in response to a message from Dover Coastguard MRCC that red flares and a MAYDAY signal had been issued by the Norwegian yacht Notus, aground on the Goodwin Sands.

As the lifeboat launched at 0022 the wind was north-north-easterly, force 4-5 with a moderate sea. Visibility was fair but poor in rain squalls. High water was at 0628.

Second Coxswain Derek Pegden, in command of Ralph and Joy Swann, located the stricken yacht on the Goodwin Sands and requested the assistance of Ramsgate's Atlantic 21 rigid inflatable lifeboat, Ramsgate Enterprise.

The latter launched at 0105 in similar weather conditions, carrying CoxswainRon Cannon, Helmsman Alan Bray and Crew Members Timothy Hurst, Stephen Mitchell and Michael Petts on board.

The four mile passage to the casualty was made at full speed and, on arrival, the Waveney class lifeboat was found to be standing off approximately a half a mile from the stricken yacht Notus.

Coxswain Cannon transferred to the Ralph and Joy Swann and assumed command. Crew Member Petts joined him on board the larger lifeboat, leaving Messrs Bray, Hurst and Mitchell to man the Atlantic 21.

Coxswain Cannon closed the lifeboat to within 300 yards of the casualty before lack of water prevented him approaching any nearer. Illuminating parachute flares were fired which showed the 40ft Norwegian yacht drawing 6'/2 feet, hard aground, lying over on her port side and heading in a north north westerly direction. The five persons aboard the yacht were clearly visible.

Weather conditions had deteriorated by this time, approximately 0150. The wind had freshened to north easterly 6 to 7, creating high seas in the vicinity ofthe Sands which run in a north east to south west direction at this point. The tide was flooding and setting south south west at two knots.

Coxswain Cannon instructed the helmsman of the Atlantic 21 to pass a towline to the casualty. This was a difficult and hazardous opertion as the tide and sea conditions caused the 3'/2 inch nylon towline to lay down tide and wind. Nevertheless the tow line was passed successfully but the crew of the yacht prematurely released the heaving line, used to assist the operation, and the line was lost. In ensuring the tow line was, this time, correctly made fast to the port bow of the yacht the Atlantic 21 touched bottom and was driven on to the sands in the prevailing conditions.

Crew members Hurst and Mitchell entered the water and managed, after great exertion, to push the boat into deeper water. This allowed Helmsman Bray to engage engines and to steam the boat clear of the surfline.

With the towline fast Coxswain Cannon slowly took up the weight of the line and maintained a heading of 020° Magnetic to ensure the yacht was notdriven any further on to the Sands. This position was held for approximately 50 minutes during which time the estimated height of sea was eight feet and the main and well decks were constantly awash. The Atlantic 21 stood by throughout this period.

At 0250 the yacht began to roll heavily and engine revolutions were increased aboard the lifeboat until forward headway was gradually achieved and the yacht came clear of the Sands at 0305. Radio contact had been maintained throughout this operation and once it was confirmed all was well aboard the yacht the tow to Ramsgate was commenced.

The return passage to Ramsgate was undertaken at six knots and arrival at Ramsgate occurred at 0350. The Atlantic 21 had escorted both boats until it was established that no difficulties had arisen before setting course for Ramsgate and arriving at 0329.

Following this service letters of thanks signed by the director, Lt Cdr Brian Miles, were sent to Helmsman Alan Bray and the crew of Ramsgate's Atlantic 21 lifeboat and also to Coxswain Ron Cannon and the crew of the station's 44ft Waveney class lifeboat Ralph and Joy Swann.

South East Division Man overboard DUNGENESS lifeboat's Emergency Mechanic David Tart was fishing at sea on Wednesday, January 13, 1988 when he observed that a crew member had fallen overboard from the fishing vessel Storm Boy, and that the boat's skipper was unaware of the incident.

The man in the water was wearing a one-piece suit which was filling rapidly with water. David Tart went immediately to his assistance and threw him a lifeline.

In a letter from the RNLI's chief of operations, Captain George Cooper, he congratulated the Dungeness lifeboatman on putting his training to the fore when most needed, resulting in the saving of the man's life.

East Division Cut off by the tide DURING THE AFTERNOON of Sunday, January 3, 1988 the station honorary secretary of Staithes and Runswick was informed by a member of the public that four adults and two boys were cut off by the tide a few yards from the lifeboathouse.

At 1500, three of the lifeboat crew, Helmsman Stewart Porritt and Crew Members Kevin Riley and David Archer went to their assistance, Riley and Archer donning dry suits before wading out to join those marooned while Porritt launched a small rowing boat and proceeded to the scene.

The crew members carried the two boys through waist-deep water to the safety of Cowbar Breakwater before assisting the two adults into the rowing boat, which was then hauled back to shore by a rope. In a letter of appreciation to the station, Captain George Cooper, chief of operations, commended the three lifeboatmen for their prompt response to what could have turned into a dangerous situation.

West Division Barefoot in the mud AT 1945 ON TUESDAY, SEPTEMBER 1, 1987, two nine-year-old boys were seen by the station honorary secretary and motor mechanic at Lytham St Annes lifeboat station, taking a punt across the River Ribble to the opposite bank, where they were observed walking on the sands.

It was decided to inform the local coastguard auxiliary, who relayed the message to Liverpool Coastguard MRSC and at 1957 a request was received to launch the station's D class inflatable lifeboat to retrieve the two children before it got dark.

When the lifeboat reached the south .side of the river the children ran away.

The D class returned to the jetty opposite the boathouse to pick up additional crew members as the light was failing rapidly.

Emergency Mechanic Paul Sumner volunteered to chase after the children, who were heading across dangerous mudflats towards Southport.

He was ferried across to the opposite bank by the D class lifeboat and ran for two miles barefoot before finding the two boys lost in the dark, frightened and crying.

The children were taken back to Lytham and handed into the care of the police who took them to their respective homes.

Following this service a letter of commendation signed by the chief of operations. Captain George Cooper, has been sent to Emergency Mechanic Paul Sumner.

West Division Three stranded A MEMBER OF THE PUBLIC dialled 999 at 1937 on Thursday, September 3, 1987 to alert Milford Haven Coastguard to two boats in heavy surf off Broad Haven, moving towards Goultrop Roads.

A RAF Sea King helicopter, on exercise in the area, was diverted to investigate and the Broad Haven auxiliary coastguard was also sent to observe.

The helicopter reported that one craft was at anchor and the other wasreturning to Little Haven. The auxiliary coastguard said he believed the craft were safe.

However, at 2029, with darkness closing in and still no sign of the boat, Little and Broad Haven station honorary secretary, Mr J M Phillips, who had been told by coastguards of the initial alarm, expressed concern for the safety of the three men believed to be on board the craft, especially after hearing of a light observed coming from the rocky beach at Goultrop.

The station's 16ft D class inflatable lifeboat was launched immediately with Helmsman Chris Williamson and Crew Members Peter Lewis and Ian Whitby on board. There was a strong southeasterly wind, force 5-6, moderate sea and 4-5ft swell.

Visibility was good with some moonlight and, on arrival at Goultrop, the crew fired two parachute flares to illuminate the area.

Further illumination was provided by the searchlight of the RAF helicopter,which had returned to assist the lifeboat and the three men were recovered from the rocks by the D class and taken through the heavy surf to Little Haven beach.

It was established that the three men had intended moving a large powerboat belonging to one of them from its moorings off Little Haven beach to the more sheltered anchorage at Goultrop Roads, returning to Little Haven in a 12ft dinghy.

Having decided not to attempt the return because of adverse sea conditions, two of the men were landed on the rocks while the dinghy owner moored his boat and swam fully clothed to rejoin them.

It was then their intention to climb a little used and overgrown footpath to the clifftop—a difficult enough task in daylight.

A letter of appreciation signed by the chief of operations, Captain George Cooper, has been sent to the station, congratulating those involved for completing a first class service, in close cooperation with other rescue services and praising in particular Helmsman Chris Williamson for his handling of the lifeboat in the surf, in darkness and a boulder-strewn beach..