LIFEBOAT WORKS INSIDE SURF LINE TO SAVE FISHERMEN Skipper plucked to safety through wheelhouse window in 30ft seas and Force 9 gale Coxswain Alan Thomas of the Tenby lifeboat has been awarded the RNLI's silver medal for bravery following the rescue of three men from two fishing vessels in extreme conditions on 22 September 1989.

Force 9 winds and 30ft breaking seas had almost rolled one of the casualties over at one point, and while working inside the breakers the 47ft lifeboat had been continually engulfed by the breaking seas, estimated at 30ft high. In his official report of the service Mr Mike Vlasto, inspector of lifeboats for the West division, said: 'It required considerable courage, determination and exceptional boat handling ability to carry out this service. The coxswain's quick thinking when Silver Stream was virtually capsized undoubtedly saved the skipper's life.' For their part in the rescue, Second Coxswain Roy Young, Motor Mechanic Dennis Young, Emergency Mechanic Clive Thomas and Crew Members William James and Stephen Crockford all received Medal Service Certificates. A letter of appreciation was also sent to the Mumbles lifeboat for launching to provide a back-up.

At 1614 on Friday, 22 September 1989, Milford Haven Coastguard alerted Mr E.

Bancroft, Tenby station's honorary secretary, that the 35ft motor fishing vessel Seeker was in difficulties off Worms Head, and that the 30ft MFV New Venture was attempting a tow.

Mayday The crew pagers were activated and hand maroons fired by the Coxswain, Alan Thomas, who was still at the boathouse following a service earlier in the day. At 1620 Tenby's 47ft Tyne class lifeboat RFA Sir Galahad was launched down the slipway with Coxswain Thomas in command and headed SE by E at full speed.

As the lifeboat crossed Carmarthen Bay, the two MFVs reported deteriorating conditions, and upgraded their call to a ' Mayday'.

Using their transmissions as a target for the lifeboat's VHP radio direction finder Coxswain Thomas was able to adjust his course to head straight to the casualties in Rhossili Bay, arriving at 1715.

The lifeboat crew arrived to discover that Seeker had already been washed on to the beach by the breaking seas, and that the three crew had been helped ashore by the Coastguard and taken to Ilfracombe.

The wind was now blowing WNW Force 8 to 9, with rain squalls and poor visibility.

The sea was very rough with 30ft breaking waves.

Swansea MRCC requested the launch of the Mumbles lifeboat as back-up and at 1723, the Tyne class Ethel Anne Measures was launched with Coxswain Alan Jones at the wheel.

Another MFV, Silver Stream, was also at the scene, close in to the north side of Worms Head and, together with New Venture, was struggling to remain head-to-sea as she was struck by large breakers inside the surf line.

Coxswain Thomas realised that the conditions would make it impossible to tow either of the fishing vessels clear of the beach so he repeatedly manoeuvred the lifeboat inside the surf line to maintain close contact.

The lifeboat was constantly hit by the breaking seas, which engulfed the crew working on deck Rolled By 1730, as conditions worsened and daylight began to fade, the skipper of New Venture realised that it would be necessary for him to head further offshore and requested a course to steer for Tenby.

As Silver Stream was closing up with New Venture to begin the attempt to drive clear, a very large sea struck her broadside and she was rolled over until her keel could be seen.

A large deep-freeze on the vessel's deck was hurled 30ft in the air by the impact of the wave.

Amazingly the MFV recovered, but she was part-full of water and listing to starboard.

Coxswain Thomas could see that the skipper was trapped in the wheelhouse by loose gear on the deck and that with the vessel beam-on to the seas and powerless the man was in grave danger.

Coxswain Thomas drove the lifeboat in towards the casualty, positioning the starboard bow perfectly for a rescue attempt.

With the Coxswain exploiting the lifeboat's manoeuvrability by expert use of the engines Second Coxswain Roy Young and Crew Member Clive Thomas were able to pull the skipper clear through the MFV's wheelhouse window and take him below on the lifeboat.

The other MFV, New Venture, was making only some two knots in the steep breaking seas as she battled to clear the beach.

Coxswain Thomas offered to put some of his crew aboard to help, but the skipper declined due to the extremely dangerous conditions.

Slowly New Venture moved into deeper water and began the long passage back to Tenby through rough seas, escorted all the way by the lifeboat. As the situation eased Mumbles lifeboat was released and she was able to return to her station.

When the MFV and lifeboat were within 5 miles of Tenby, Coxswain Thomas transferred two crew to New Venture to help moor in Tenby Roads, the skipper and crew being by now totally exhausted.

At 2035, with the mooring successfully completed, the crew and assisting lifeboatmen were transferred to the lifeboat, which then landed the survivors safely ashore.

The lifeboat was recovered, refuelled and ready for service once more by 2045. Awards for helmsman and crew members of Cleethorpes D class A service by Cleethorpes' D class inflatable in winds of up to storm Force 10 to five canoeists and a yacht has earned the helmsman, David Steenvoorden, the Institution's Bronze medal for gallantry and crew members Martin Kennedy and Alan Burton the Thanks of the Institution inscribed on Vellum. The service, part of a busy day for the station which ended with another call to a raft race and the rescue of a total of 36 people, was reported fully in the Winter 1989/1990 issue of THE LIFEBOAT.

Extreme Mr Tim Harrison, the deputy divisional inspector of lifeboats for the East division, said in his official report of the service that the helmsman and crew had been 'at sea for over four hours, a great part of which was in extreme conditions for a D class lifeboat', and commended their fine courage and seamanship.

He added that helmsman Steenvoorden's ability to locate the casualties in extremely poor visibility showed 'how local knowledge and quick thinking can be used to best advantage'.

The lifeboat had put to sea at 1021 on Sunday 30 July 1989 to locate five canoeists on a charity paddle and experienced conditions which deteriorated to storm Force 10 winds with driving rain and spray which reduced visibility to almost nil at times.

Helmsman Steenvoorden quickly located the casualties in the appalling conditions and took them aboard the lifeboat.

With eight people aboard, the lifeboat was continually full of water in the confused, 10ft seas and was operating at very reduced speeds because of the load and sea state. The helmsman made a very difficult but skilled transfer to a pilot launch which was on passage nearby.

The inflatable then proceeded to a yacht aground at Spurn Point and towed her to safety before returning to her station after nearly four hours at sea.

A full account of the lifeboat's eventful day appeared in the previous issue of THE LIFEBOAT. Tragic search for missing girl Sunderland's Watson class lifeboat William Myers and Sara Jane Myers launched at 1630 on 10 February 1990 following an alert from Tyne Tees Coastguard that a girl had been swept off the promenade at Seaburn, some ten minutes steaming north of the station.

With the tide full and a heavy swell breaking on to the promenade sea wall conditions were difficult, with very confused seas despite a relatively light wind up to Force 4. Working close inshore in the darkness the lifeboat crew did glimpse the casualty in the water, and swiftly altered course, but to no avail. Tragically, after searching the area for more than four hours, and with the help of a police helicopter, the body of the girl was found on the beach and the lifeboat released to return to station.

The difficulties of launching and recovering a lifeboat from an open beach are well illustrated by the photograph, taken while the lifeboat was on this service Two saved from taxi stranded on causeway West Mersea South East Division West Mersea's Atlantic 21 lifeboat carried out a somewhat unusual rescue on 26 January when she was called to a taxi stranded on the causeway to a nearby island.

Thames coastguard had been alerted after the vehic le broke down on the winding causeway and the driver radioed for help.

The cab's lights were still shining under water which helped locate the casualty and at 2110 the Atlantic arrived alongside.

The tide rises rapidly in the estuary in which the car was stranded and there is considerable depth of water over the road at high water.

The driver and his passenger had taken to the roof of the vehicle, and water was lapping around their shoes as they were taken aboard the lifeboat. The men were unhurt but suffering from shock.

Writing to the station's honorary secretary after the event the Coastguard sector officer praised the way the crew had found their way through the shorter route in the shallows behind the island to reach the men.

'To run aground in that area at that state of tide was the easy part,' he said, 'to stay afloat was almost impossible - except for West Mersea lifeboat.' In the official reports of service there is a section for the Port of Registry of the casualty - the honorary secretary duly completed it: 'DVLC Swansea. As this issue of THE LIFEBOAT was going to press severe weather caused the flooding of the North Wales town of Towyn and the surrounding areas.

D class inflatable lifeboats from Rhyl, Llandudno and Flint (some 25 miles away by road) were at the scene over a period of several days and the stations' launching vehicles also performed sterling service in the deep floodwater.

First estimates are that lifeboatmen ferried more than 500 people to safety. WEATHER WELL BEYOND NORMAL LIMITS AS D CLASS D HELPS ATLANTIC class inflatable braves Force 10 and total darkness Paul Gilson, the helmsman of Southend-on-Sea's D class inflatable lifeboat has been awarded the Thanks of the Institution Inscribed on Vellum following a service on the night of 20/21 October 1989.

The lifeboat launched in conditions beyond her normal operating limits when the station's larger Atlantic 21 lifeboat suffered engine failure and was being blown into dangerous shallow water during a service to the sand barge Margaret G . Helmsman Paul Gilson' exhibited extraordinary skill in very rough conditions and total darkness' according to Colin Williams, deputy division inspector of lifeboats for the East division, in his official report.

The two crew members aboard the D class lifeboat, John Foster and Clifton Warry, and the helmsman of the Atlantic 21, Robert Fossett, and her crew, Roy Kidwell and Mark Fossett, will receive a framed letter of thanks from the RNLI's chairman.

Late on the night of Friday 20 October a sand barge Margaret G with two people on board got into difficulties near the South Shoebury Buoy in the Thames Estuary in a SSW gale Force 8, a heavy sea and steep swell.

Aground Southend's Atlantic 21 rigid inflatable lifeboat and the Sheerness 44ft Waveney class lifeboat had gone to her aid by 0030 on Saturday morning.

The barge had been driven aground and was taking water. Helmsman Robert Fossett in command of Southend's Atlantic 21 had twice come alongside to put a crew member on board to help, but in the difficult conditions the bow and rigid hull of the lifeboat had been slightly damaged.

By 0149 the barge was refloated and moving towards the shelter of the River Medway, but the Southend lifeboat was experiencing difficulties with her starboard engine.

The lifeboat headed back upwind to the station, but before they were able to restart the starboard engine a breaking sea hit the lifeboat. The helmsman eased the throttle - and the port engine stalled. Neither engine would restart and the Atlantic 21 was dragging her anchor into the very shallow water over Shoebury Sands.

Sheerness lifeboat had returned to the scene but was grounding heavily in the troughs and unable to get close.

By now the honorary secretary of Southend lifeboat station was agonizing whether to allow the station's 16ft inflatable D class lifeboat to launch.

The weather was beyond her normal limitations and it was dark, but at 0452 the inflatable lifeboat was launched. At the first attempt the boat was knocked back ashore but on the second Helmsman Gilson cleared the beach and set course towards the Inner Shoebury Beacon. The lifeboat made good speed with the sea and swell on the starboard quarter but later encountered very heavy seas with a long swell. However as the water became shallower the height of the seas reduced. The wind was from the SSW at 45 knots, gusting sometimes to 59 knots - Force 9 to 10.

Flare The Atlantic 21 was asked to fire a white parachute flare to show her position in the total darkness. This enabled the D class lifeboat to home in on her and, at 0528, she was alongside the disabled Atlantic 21, about half a mile from the shore.

By now an RAF helicopter had also returned to the scene and while the D class lifeboat stood off, two of the three crew members aboard the Atlantic 21, both of them exhausted, were lifted into the helicopter.

Helmsman Robert Fossett chose to stay on board his lifeboat to help with her recovery.

Helmsman Gilson then was able to rig a line between the two lifeboats and tow the Atlantic 21 into shallower water. With the help of the two crew members from the D class Robert Fossett was then able to walk the Atlantic 21 into the shallows and secure her for later recovery from the shore before being airlifted by the helicopter. The two D class crew members waded back to their lifeboat to rejoin Paul Gilson.

After a very rough passage back to a slightly more sheltered beach to the east of Southend the D class was safely brought ashore and returned to her station. The Atlantic 21 was later recovered. Two saved from trimaran Lowestoft - East Division The coxswain and second coxswain of Lowestoft's Tyne class lifeboat Spirit of Lowestoft have received letters of thanks from the Chairman of the RNLI following a service on 5 July 1989 in which two people were saved from a trimaran.

The lifeboat had launched at 0057 in response to red flares reported two miles east of the station. The wind was NE Force 7 and after a search along the Holm Sands using radar, white flares and searchlights the casualty was found moving out of control under full sail and travelling at some 8 knots.

Three unsuccessful approaches were made by Coxswain John Catchpole from the casualty's quarter to try to pass a tow line, and on the fourth approach Second Coxswain Coleman jumped aboard the yacht with a heaving line and a tow line was finally secured.

In his letter the Chairman praises Second Coxswain Coleman for his actions in 'jumping aboard the casualty without concern for your own safety.' The sails were hampering the tow of the trimaran so they were cut free by Second Coxswain Coleman, and the vessel with the two occupants was safely berthed in Lowestoft by 0415. Eighteen lifeboats at sea as storm sweeps country 'Services varied from false alarms - both with good intent and malicious - to fishing vessels and commercial passenger vessels...' The severe storms which swept much of the country on 25 January 1990 were the worst since the infamous hurricane of late 1987. The storm force winds seemed to affect larger areas of the country, and many places experienced even worse conditions this year then in 1987.

In the Western Approaches Falmouth Coastguard recorded Force 12 for some three hours and further along the Channel Dover Coastguard recorded Force 11 with gusts to 85mph. The RNLI headquarters at Poole experienced one gust of 105mph and many places nearby also recorded up to 1 lOmph.

On the west coast at Swansea the wind was steady at Force 10, with one gust to 92mph and Great Yarmouth also recorded a maximum of 92mph with the wind never dropping below 80mph for a full hour.

The north escaped the worst of this particular storm although Aberdeen was experiencing winds of up to Force 9. No fewer than 18 lifeboats launched during the day, many experiencing quite atrocious conditions on services which varied from false alarms - both with good intent and malicious - to fishing vessels and commercial passenger vessels.

Launches The lifeboats on service according to reports received at headquarters by 22 February 1990 were: Lerwick - Scotland North Division. Lerwick's 52ft Arun class Soldian launched on service to the fishing vesselNHDesperadum, 15 miles south of Lerwick, which had sprung a leak above the waterline. A helicopter lowered a pump to the casualty and the lifeboat towed the vessel to Lerwick.

Barra - Scotland South Division. The 52ft Arun class lifeboat Ann Lewis Fraser launched on service to EPIRB satellite detection alarm, with a helicopter assisting.

Source of beacon located as coming from a Japanese tanker. No further action required and all units stood down.

Eyemouth - Scotland South Division. The 44ft Waveney class Eric Seal (Civil Service No. 36) launched on service to the fishing vessel Mary B which was overdue in severe weather. The casualty was later located in Burnmouth Harbour.

Newcastle - Ireland Division. The Oakley class lifeboat Jane Hay launched on service to reports of red flares off Kilkeel. Later reports suggested the red flares had been fired from the land and all units were stood down.

Valentia - Ireland Division. The 52ft Arun class Margaret Francis Love launched on service. No details were available at the time of going to press.

Whitby - East Division. Whitby's relief Tyne class Owen and Ann Aisher launched on service to the coble Guide Me, seven miles NNE of Whitby with a fouled propeller.

The lifeboat towed the casualty into Whitby harbour.

Flamborough and Bridlington-East Division.

Flamborough's 37ft Oakley class lifeboat The Will and Fanny Kirby and Bridlington's 12m Mersey class lifeboat Peggy and Alex Caird launched on service to a 'Mayday' made on CB radio, reporting a position 2 miles east of Flamborough Head.

Rescue helicopter also scrambled. A thorough search of the area was made but nothing was found and the incident classed as malicious hoax.

Lowestoft and Gorleston - East Division.

Lowestof t' s 47ft Ty ne class lifeboat Spirit of Lowestoft and Gorleston's 44ft Waveney class Barham launched on service to the tug Impulsion, two miles north east of Lowestoft.

The vessel had capsized and all three crew were recovered by Lowestoft's pilot boat.

Newhaven - South East Division. The 44ft Waveney class Connel Elizabeth Cat-gill launched on service to the RoRo ferry Chartres which had main engines failure.

The casualty later re-started her main engines and proceeded at reduced speed. All units were stood down. Shoreham Harbour - South East Division.

Shoreham Harbour's Watson class Joseph Soar (Civil Service No. 34) launched on service to a red flare sighted 5 miles SSW of Shoreham, with a coastguard helicopter in attendance. The area was searched but nothing was seen. Classified as false alarm. All units stood down.

Bembridge - South East Division. Bernbridge's 47ft Tyne class MaxAitken III was launched on service, with a helicopter, to a fishing vessel sighted drifting downwind close to No Man's Land Fort in the eastern Solent. The upturned hull of the vessel was located and after further enquiries by the coastguard it was discovered that the vessel had broken free from its moorings at Ryde, and no one had been on board. Classified as a false alarm and all units stood down.

StHelier- South West Division. StHelier's Tyne class lifeboat Alexander Coutanche launched on service to the French trawler Antaeus, eight miles west of Jersey with fouled propeller. The obstruction was later removed and casualty proceeded on her way, escorted by the lifeboat for a short time.

Exmouth-SouthWestDivision. Exmouth's relief Brede class Foresters Future launched on service to a man who had fallen overboard from a dinghy off Starcross. While the lifeboat searched the area the coastguard confirmed that the man had made his own way ashore. All units were stood down.

Plymouth-South West Division. Plymouth's 52ft Arun City of Plymouth launched on service to a cabin cruiser, Liza, in danger of sinking at her moorings off Mashfords Yard.

The casualty was taken from her moorings and assisted into Sutton Harbour. The lifeboat was then diverted to the yacht Scheherazade which had lost steering controls whilst in Clovelly Bay's marina. The casualty was towed to Sutton Harbour. The lifeboat was again diverted to another vessel, Golden Venture moored at Cattledown, where she landed a man.

St Ives - South West Division. The relief Oakley class lifeboat Fairlight launched on service to a coaster, Biscay Pride, which was dragging her anchor in St Ives Bay. The casualty had both anchors down and main engines running. Winds later moderated and the casualty moved clear of St Ives Bay towards Bideford.

Barry Dock - South West Division. The relief 52ft Arun class lifeboat Duchess of Kent launched on service to deck cargo pontoon Jimmie Mac, three miles east of Barry Dock with three of her four anchor cables parted. The lifeboat stood by until two tugs were able to tow the casualty into Barry Dock. Atlantic 21 saves exhausted yachtsman from breaking seas on lee shore Helmsman Alan Clarke of the Hunstanton lifeboat has been accorded the Thanks of the Royal National Lifeboat Institution inscribed on Vellum, following the rescue of a yachtsman aground on a lee shore near the station on 2 September 1989 in complete darkness.

Reporting on the service Mr Tim Harrison, deputy inspector of lifeboats East division, said: 'Helmsman Clarke and his crew carried out a difficult and dangerous service in shallow broken water with great efficiency and fine seamanship.' For their part in the rescue, crew members Victor Dade, Michael Wallace, Michael Darby and Stephen Garside will all receive Vellum Service Certificates.

Helmsman Alan Clarke already holds a RNLI bronze medal for the rescue of a boardsailor in March 1985, a bar to his bronze medal for landing an injured fisherman in February 1988 and a bravery testimonial on vellum from the Royal Humane Society for the rescue of a boardsailor, using the station's tractor, in December 1988.

The station first became aware of the situation at 1925 on 2 September 1989, when Hunstanton lifeboat Crew Member Victor Dade picked up a weak 'Mayday' message from the yacht Sanchia on his home scanner.

He alerted Helmsman Alan Clarke and the deputy launching authority Allan Parker and after consultation with Great Yarmouth Coastguard, Hunstanton's Atlantic 21 class lifeboat Spirir of America was launched at 1935.

The wind was NNW, Force 5 to 6 with seas some 5ft to 6ft high breaking on the beach.

Visibility was good in the twilight. Once clear of the surf, the helmsman set a north-easterly course with all possible speed and the casualty was sighted at 1947, stuck on Thornham Harbour bar, beam on to the sea and rolling heavily.

At this time it was discovered that the lifeboat's radio was jammed on 'transmit' and could not receive messages.

Assessing the situation, Helmsman Clarke decided that the best course of action would be to anchor upwind, veer down and try to tow the casualty clear. Great care and close concentration was required by the helmsman as the lifeboat's bow was lifted high by successive waves, covering the crew in spray.

A line was passed to the skipper of the yacht and on the third attempt he managed to grab it and secure it to the bow of the yacht.

At this point, a Wessex helicopter from RAF Coltishall arrived and stood-by.

The line was let out to its full extent and a tow started, but only slow progress was made. During the attempted tow the lifeboat was grounding in the troughs, and both the port and starboard engines cut-out at times as they hit the sea bed and had to be restarted.

Suddenly a large sea, some 7ft in height, broke over the lifeboat, covering her in water.

As the Atlantic shot forward the tow parted and Crew Members Victor Dade and Michael Wallace received rope burns on their hands.

It was decided that the survivor should be evacuated from the yacht, and the lifeboat was turned to make an approach downwind.

As the bow of the lifeboat came alongside the casualty's port quarter on the first attempt three crew members grabbed the yachtsman and pulled him aboard the lifeboat.

It was now almost completely dark.

The survivor, who appeared to be in a state of shock, was placed behind the helmsman and between two crewmen to give him the greatest protection. The helicopter which had been standing by could not communicate with the lifeboat because of the radio problem and had to transfer one of its ere w to the lifeboat to confirm that only one person had been aboard the yacht.

The lifeboat made for the shore and reached the beach at Hunstanton at 2050. The radio was still inoperative and no communication was possible with the station tractor as the lifeboat came in for a net recovery. In the darkness, a large sea knocked the lifeboat and carriage off-course during the attempt, but quick thinking by the helmsman in throwing his engines full astern minimised any damage. V BOAT LAl NCHKI) IN 'HORRKNDOl S SEAS' TO RESCl E DIVERS FROM SHALLOW BROKEN WATER Galway's Arun uses inflatable to snatch skin divers to safety from surf Coxswain Padraig Dillane and Crew Members Seamus Flaherty and Mairtin Fitzpatrick of the Galway Bay lifeboat have been accorded the Thanks of the Royal National Lifeboat Institution inscribed on Vellum following the rescue of two skin-divers in winds up to Force 10, shallow water and very heavy seas on 14 August 1989. The lifeboat's small 'Y' class inflatable was launched to reach the divers despite the severe conditions. In his official report of the service Mr Jeff Mankertz, divisional inspector for lifeboats in Ireland, paid tribute to Coxswain Dillane's 'skill, seamanship and good sense' and to the 'courage and skill of crew members Flaherty and Fitzpatrick in the ' Y' boat in horrendous seas.' For their part in the rescue, Mechanic Bartly Mullen and Crew Members Michael Gill and David Beatty were awarded Vellum Service Certificates.

The first news of the incident came at 1130 on 14 August 1989, when Mr Coley Hernon, Galway Bay station honorary secretary, was informed by MRCC Shannon that two skindivers were in the water at Doolin, Co Clare and could not get ashore due to heavy seas and a strong tidal stream.

The crew pagers were activated and Galway Bay's 52ft Arun class lifeboat oy and Barbara Harding slipped her moorings at 1155. With Coxswain Padraig Dillane at the helm, the lifeboat made for Doolin, and at 1225, as the lifeboat approached Doolin Point, the coxswain was guided to the casualties by flares fired by a shore party.

Lights on the divers' hats could be seen, less than 500 yards offshore, and being swept north in sharply shoaling water.

The wind was west of south, Force 9 to 10, with a swell of 25ft to 30ft and waves up to 20ft high. Severe squalls so badly affected visibility that a helicopter sent from Shannon was forced to land at Doolin.

Coxswain Dillane was well aware that this area of the coast shoaled rapidly and this was confirmed by echo sounder readings which fell quickly from 120ft to 17ft. A heavy squall reduced visibility still further and obscured the radar to the extent that the coxswain prudently decided to heave-to until it had passed.

Taking into account the shoals and the very heavy seas, Coxswain Dillane decided not to risk the lifeboat so close in shore and .decided to launch the small inflatable 'Y' boat, manned by crew members Seamus Flaherty and Mairtin Fitzpatrick, to cover the 50 yards to the divers.

Riding on the back of a wave, the ' Y' boat reached and recovered the casualties. Seamus Flaherty manoeuvred the 'Y' boat skilfully back to the lifeboat in very heavy seas and the casualties were brought aboard and the inflatable was recovered, with some difficulty.

The divers were in a very poor condition having been in the water for more than 4 hours and required prompt medical attention.

As visibility improved, the helicopter was able to airlift the casualties from the lifeboat to hospital in Galway, where they subsequently recovered.

The lifeboat returned through heavy seas to Kilronan and was refuelled and ready for service once more by 1430. Mine Host at Amble, When Amble's 44ft Waveney class Margaret Graham launched on 5 December 1989 to act as a safety boat for some RN divers about to explode a war-time mine she also found herself acting as a different kind of mothership - to a local bottle-nosed dolphin! Worries had been expressed about the safety of the dolphin, which has made its home in Amble Harbour, and so after delivering the divers to the area of the mine Margaret Graham set of for the harbour area to try to attract the dolphin's attention and keep him in a safe area while the SOOlb mine was detonated.

The mission was succesful, much to the delight of the spectators and the local media, and the dolphin found the lifeboat interesting for long enough to avoid giving him a severe headache. BOAT VEERED DOWN TO CASUALTY THROUGH ROCKS AND HEAVY SURF Two lifeboats in rescue of fishing boat crew from foot of sheer cliffs Coxswain Peter Race of the Teesmouth Lifeboat has been awarded the Institution's Bronze medal for bravery following the rescue of two men from the fishing vessel Gang Warily on 26 August 1989.

Acting Mechanic Christopher Jones of the Teesmouth lifeboat and Helmsman Rodney Thompson and Crew Member Peter Hodge of the Redcar lifeboat, which also took part in the rescue, have been awarded the Thanks of the Institution inscribed on Vellum for their part in the service. The divisional inspector of lifeboats for the East division, Mr Tom Nutman, said that Coxswain Race showed 'skill and great courage in taking his lifeboat into 12ft breaking seas in the dark, and among rocks'. He added that Crew Member Jones ' showed great personal bravery in boarding and taking a small 'X' Boat into these same conditions.' Referring to the Redcar lifeboat's part in the service he added that the service was 'carried out in conditions that were on the upper limit for an Atlantic 21, with the lifeboat only inches away from from the rocks and potential disaster.' He also praised Crew Member Hodge for his 'great personal bravery in entering the heavy breaking seas.' Ashore On 26 August 1989 Mr Ian Readman, the honorary secretary of Redcar Lifeboat station monitored a radio message that the fishing vessel Gang Warily had fouled her nets and was being driven ashore under Huntcliff cliffs. Contacting Tyne Tees Coastguard he asked them to activate the pagers for the Redcar lifeboat, and at 2051 the Atlantic 21 class lifeboat LordBrotherton was launched.

The coxswain of the Teesmouth lifeboat had also been monitoring the same conversation, and the Teesmouth station Honorary Secretary, Mr Donald Helier, authorised the launch of Teesmouth's relief Tyne class lifeboat Owen and Ann Aisher, which left her slipway at 2056.

Both lifeboats encountered a NE Force 6 to 7 wind with heavy driving rain and poor visibility. Once clear of the shelter close inshore the Atlantic met large, confused and breaking seas which frequently filled the boat and made constant attention to the helm and throttles essential.

The larger Teesmouth lifeboat was able to make full speed despite the conditions, with spray sweeping the length of the boat. Very little could be seen from the low-lying Atlantic in the driving rain and spray until, threequarters of a mile from the casualty, the blue flashing light of the Coastguard's Land Rover could be seen on the cliff top.

The Atlantic came as close as she dared without entering the breaking seas, and by the light of parachute flares the crew could see the fishing vessel aground on the rocks under the sheer 360ft cliffs. The rocks cover at high water and there was no way for survivors to climb the cliffs.

With a NE Force 7 wind and a sea up to 12ft high breaking heavily over a large area there was no direct way to the casualty, so Helmsman Thompson anchored and veered down to the fishing boat. The lifeboat's searchlight picked out a survivor on the rocks, and it was obvious that help had to come from seaward, and that the rescue had to be completed before the tide covered the rocks.

About 120ft from the shore the lifeboat's port engine struck a rock, and it was impossible to go closer. Crew Member Peter Hodge volunteered to swim a line ashore and, half swimming, half swept by the seas, he reached the shore and found both crew men from the casualty. He held them tightly as the lifeboat crew hauled them back to the lifeboat. The time was 2130, and the Teesmouth lifeboat had arrived, adding her searchlight to illuminate the scene When only some 45ft from the lifeboat the line snagged and all three men were pulled underwater. Crew Member Hodge was held underwater by the line around his waist, but released the survivors who were washed back ashore. He freed the line and was also washed ashore - without it.

With only three crew members left aboard the Atlantic Helmsman Thompson did not want to put another man ashore, so it was agreed that the Tyne should make an attempt.

The crew of Owen and Ann Aisher prepared the small inflatable 'X' Boat carried aboard the lifeboat and a man from the Atlantic was transferred across to assist.

Surf The Tyne then re-entered the surf bowfirst and eased towards the cliffs. The seas were breaking heavily over the stern of the 47ft lifeboat, and about 150ft from the shore Coxswain Race swung the bow to provide a lee for launching the 'X' Boat. The oars were soon knocked from Crew Member Christopher Jones' hands and the tiny boat was carried ashore by the wind and seas as the lifeboat crew paid out the line.

Once ashore Crew Member Jones took the three men aboard the inflatable as the coxswain edged the lifeboat closer still, the Tyne twice striking her steel bow on submerged rocks, and then eased astern through the breaking waves, pulling the inflatable to seaward. The heavily laden small boat went through the seas rather then over them, but the manoeuvre was successful and the inflatable was brought alongside the lifeboat so that the three men could be pulled aboard - a task accomplished at 2213.

Both lifeboats then moved outside the surf line to stow gear, and transfer the Atlantic's crew back to his own lifeboat ready for the passage back to station.

By 2240 the survivors had been landed at Teesmouth by the Tyne and the Atlantic had returned to the beach at Redcar. Both boats were then re-housed, the Atlantic being ready for service at 2320 and the Tyne by 2342. AWARDS FOR TWO COXSWAINS IN HURRICANE FORCE SERVICE TO CAR FERRY Arduous service for two lifeboats called to Ro-Ro ferry in severe weather Coxswain David Kennett of Yarmouth lifeboat has been awarded the Institution's Bronze medal for gallantry for the rescue of two men from a merchant vessel in winds gusting to hurricane force on 29 October 1989.

Coxswain Kennett already holds the RNLI's Silver medal.

Coxswain Christopher Haw of the Swanage lifeboat, which had earlier stood-by and also lent assistance while the men were taken off, has been awarded The Thanks of the Institution inscribed on Vellum. The Assistant Mechanic of the Yarmouth lifeboat, Brian Miskin, and Crew Member Joseph Lister will receive a framed letter of thanks from the Institution's Chairman and Second Coxswain David Lemonius and Crew Members Alan Howard, Stuart Pimm and Joseph Harwood will receive Medal Service Certificates.

Swanage lifeboat's Second Coxswain Nicholas Harris, Mechanic Michael Bonfield and Crew Members David Corben, Desmond Fitzgerald, Adrian Bird, Geoffrey Marsh and Paul Stockley will all receive Vellum Service Certificates.

Rolling The incident began when Swanage's relief lifeboat Horace Clarkson launched at 1056 to a cargo vessel in difficulties threeand- a-half miles east of Peveril Point in a SW severe gale Force 9 with rain squalls.

Using her VHF radio direction finder the lifeboat located the casualty and at 1131 began to stand by the vessel, now identified as Al Kwather I , a 495 tonne car ferry. She was listing to port and lying with both anchors down, rolling and pitching violently as she steamed ahead to keep head-to-sea. Her anchor cables were leading under the vessel and her cargo of cars was loose on deck.

The wind was SW Force 9 to 10 with very steep, breaking seas and a 20ft to 25ft swell.

The ship was unable to weigh anchor and head for shelter because of the danger to the crew from the loose cars on deck, and the motion of the vessel.

By 1257 the weather had deteriorated further with gusts of 88 knots, hurricane Force 12. Visibility was poor and the lifeboat was constantly shipping water and spray. Waves were now more than 30ft high, and one picked the lifeboat up and carried her broadside some distance before the coxswain regained control.

The Yarmouth lifeboat had been alerted earlier as it was clear that a lifeboat would need to stand-by for some time and it was decided that she should relieve Swanage from the gruelling task. At 1316 the relief Arun lifeboat Margaret Russell Fraser, on temporary duty at Yarrnouth, slipped her moorings and reached Christchurch Bay to meet a mass of breaking water and steep 20ft to 25ft seas throughout the passage to the casualty.

By 1510 she had taken up position astern of Al Kwather I, and Swanage lifeboat returned to station having been standing by for more than three-and-a-half hours, constantly awash and severely buffeting her crew.

Damage The coxswain remained at the wheel while Yarmouth lifeboat stood by, constantly adjusting engine controls and helm as he stemmed the seas. In spite of careful boat handling the lifeboat received some damage, including buckled windscreen wipers and a fractured bolt on the wheelhouse door.

An hour later the coxswain decided that the lifeboat should make for Swanage as the cargo vessel was not in imminent danger and the crew would be better prepared to carry out a rescue if they were able to recuperate.

Overnight accommodation was arranged for the Yarmouth crew in Swanage and some minor repairs were carried out.

However, at 0020 on 29 October both lifeboats were asked to stand-by again, and 20 minutes later Al Kwather I reported that she now had engine problems and asked that the crew be taken off. Both lifeboats put to sea and a helicopter was also alerted.

Although the wind had moderated slightly to westerly Force 9 to 10, there were still heavy breaking seas and a 25ft south-westerly swell.

As the faster Yarmouth lifeboat approached Al Kwather her searchlight showed the vessel listing to port, lying broadside to the seas and rolling violently. As the coxswain edged the lifeboat close to the vessel's stern, while the crew of the casualty decided how to abandon ship, the lifeboat crew could hear her cargo shifting as she rolled.

Stern Finally the vessel's crew decided to rig a cargo net over a stern door, and the coxswain closed in. Both vessels rolled violently and collided as he fought to hold position while ranging up and down the casualty's stern.

At last the lifeboat crew saw a erew member from A/ Kwather clamber onto the cargo net and virtually roll on to the lifeboat. He was helped aboard by crew members Lester and Miskin who had gone forward to haul the survivors aboard. The second survivor to disembark caught his foot in the net and fell below the level of the lifeboat's deck. Coxswain Kennett pulled the lifeboat astern and crew members Lester and Miskin hauled the man on board with total disregard for their own safety.

It then became known that a helicopter was on its way, so the remaining six crew members from the casualty decided to wait for its arrival. Yarmouth lifeboat took up a position to windward to act as a reference point and Swanage lifeboat, which had arrived 10 minutes after the Yarmouth lifeboat, moved to leeward to provide cover.

By 0212 the airlift of the six remaining crew members was completed and both lifeboats returned to their stations. Scenes from this rescue appear in the RNLI's latest film, 'A Good Job Well Done', released in May.

The spectacular night-time footage of the crew of Al Kwather I leaving their ship was captured by a cameraman who was 'on call' at the Yarmouth station awaiting a suitable service - unaware that it would turn out to be a long, arduous and very dramatic affair..