DIFFICULT CONDITIONS OVER BAR Crew member leaps aboard casualty from C class inflatable Helmsman Peter Heading and Crew Member Robert Gorman of Aberystwyth lifeboat station have been awarded the RNLI's Bronze medal for Gallantry following the rescue of a lone yachtsman in September last year, a rescue which involved towing the man's 18ft boat across the bar to safety in very dangerous conditions. Lifeboat crew member Michael Harris has been accorded the Thanks of the Institution inscribed on Vellum for his part in the service.

Lifeboat crew members David Davies and Martin Porter, and Alan Blair, Brian Slack, Bryan Pugh-Jones and Sandro James, all members of the crew of a fishing boat which also played a major part in the rescue, have received framed letters of thanks signed by the RNLI Chairman.

George Rawlinson. deputy inspector of lifeboats for the western division, paid tribute in his official report to the crews' 'skills in seamanship, communication and boat handling and the way in which they coped with a dangerous situation in a calm and well-disciplined manner'.

Wind-over-Cide The incident began at 1655 on 18 September 1990 when Milford Haven coastguard informed the station's deputy launching authority that the 18ft yacht Otter, with one man aboard, was in difficulties some threequarters of a mile north-west of Castle Point.

The crew's pagers were activated and. at 1705, the station's C class lifeboat was launched with Peter Heading at the helm. The wind was SW Force 5, with 5ft to 6ft seas running outside the shelter of the harbour.

The flow from the two rivers which enter the sea at Aberystwyth was causing hazardous 'wind-over-tide' conditions on the bar following some heavy rain, but Helmsman Heading took the 17ft 6in inflatable skilfully through the seas to arrive alongside the casualty at 1710. Once there he discovered that the yacht's engine had failed and, although she was still sailing, the man aboard was tired, cold and concerned.

Helmsman Heading decided that the best course of action would be to tow the casualty back to harbour and so he brought the lifeboat against the yacht's starboard side, avoiding lines trailing in the water, and Crew Member Mike Harris leapt aboard with a towline. When safely aboard Mike Harris took charge of the yacht and made fast the line, lowered the sails and stood by the helm. The weather was worsening and DLA Alan Blair became concerned that the lifeboat, with the yacht in tow, would encounter difficulties in the dangerous conditions on the bar.

Another member of the lifeboat crew, Robert Gorman, agreed to use his own 32ft fast fishing boat Seren-v-Mor, to stand by and offer assistance. Four men volunteered to act as crew: Sandro James (a lifeboat helmsman), Brian Slack (a lifeboat crew man), Bryan Pugh-Jones (a former lifeboat crew man) and DLA Alan Blair (a former lifeboat senior helmsman and RNLI bronze medal holder).

The fishing boat put to sea at 1745 and while crossing the bar, was hit by a 9ft wave, which fortunately caused no damage. With the wind now SW Force 6 to 7 and with 6ft to 8ft seas Seren-y-Mor arrived at the casualty at 1755. On hearing of the conditions encountered crossing the bar. Helmsman Heading decided to pass the tow to the fishing boat, which proved to be an extremely difficult task due to the violent motion. The three craft were manoeuvred to lie in the same wave trough and with expert seamanship, communication and boathandling. the tow line was successfully passed across tc Seren-y-Mor.

Steering difficult With the yacht tending to broach in the following seas Mike Harris found steering difficult, so he fashioned an effective drogue from a Calor Gas cylinder. Despite the success of the impromptu drogue great care wa; still required to strike a balance betweer avoiding a broach and breaking the tiller.

Approaching the bar the towline was shortened, but a particularly large wave picked up the yacht and bore her down on the stern of Seren-y-Mor. Mike Harris read tin situation well and steered the yacht clear, bu the same wave broke over the after-deck ol the fishing boat, knocking Bryan Pugh-Jone; off his feet but fortunately not into the sea.

Using all his concentration and skil Richard Gorman brought Seren-y-Mor anc her tow safely across the bar and all thre( craft entered harbour without mishap.

The lifeboat was refuelled and ready for service again at 1900. FISHING COBLE AND YACHT IN DIFFICULTIES Six saved from two separate vessels in hurricane-force conditions The rescue of four fishermen and two yachtsmen, in separate incidents and in hurricane force winds, has earned Second Coxswain Rodney Burge of Amble lifeboat station the Thanks of the RNLI inscribed on Vellum.

In his official report on the service Tom Nutman, inspector of lifeboats for the eastern division, said that: 'Second Coxswain Burge showed great seamanship and awareness in handling his craft in appalling conditions'. It was at 1633 on Saturday 6 October 1990, that Amble lifeboat station honorary secretary Malcolm St Pritchard heard from Tyne Tees Coastguard that the fishing coble Treasure was in difficulties three miles north east of the station. An immediate launch was authorised and by 1640 the 44ft Waveney class lifeboat Thomas James King, which was on relief duty at Amble, slipped her moorings and put to sea on service under the command of Second Coxswain Rodney Burge.

Hurricane Force Once clear of the harbour, the lifeboat headed at full speed towards the anticipated position of the casualty, with the wind WNW Storm Force 10, gusting to Hurricane Force 11 and heavy overcast with rain squalls. The lifeboat pitched heavily in the steep breaking seas, almost lifting out of the water on occasion, and visibility was badly affected. An RAF Sea King helicopter had also been called to the casualty and hovered over the coble as a marker, but as the lifeboat approached the the helicopter was diverted to another incident.

The casualty, an open boat with no shelter, was pitching violently and the four crew were trying to bail out water with buckets. A particularly heavy swell sheered the coble violently towards the lifeboat, striking her on the starboard quarter. The coble's engine stopped and Second Coxswain Burge immediately cleared the casualty, circled and then approached along the starboard side.

All four of Treasure's crew immediately scrambled aboard the lifeboat while lifeboat crew member James Henderson boarded the coble to see whether she could be towed to harbour. Damage to strakes and stem showed this to be impossible so at 1730, with crew member Henderson back aboard the lifeboat, course was set for Amble Harbour with the survivors. However while she was returning Amble Coastguard reported that the 25ft yacht Fair Beagle was anchored just north of the pier and Second Coxswain Burge agreed to check on her condition. Speaking by radio to the skipper it was learned that there were doubts whether the anchor would hold and whether the engine would cope if the anchor did drag.

The best course of action was to tow the yacht into the safety of Amble and so Second Coxswain Burge brought the lifeboat in towards the yacht, stern first and in only 6ft to 8ft of water. The force of the wind was heeling the yacht over, but despite the difficult conditions a towline was successfully passed.

The two craft and six survivors were then brought safely into harbour and the lifeboat was moored, refuelled and ready for service again by 1820.

Mechanic Gordon Easton and crew members James Henderson, John Connell Jnr, John Sim and Gary Little were awarded Vellum Service Certificates for their part in the service. Very much an Inshore Lifeboat...

West Kirby's D class inflatable took the term Inshore Lifeboat literally on 14January 1991, when the crew took her 14 miles by road and through the Mersey Tunnel to rescue a boy and his dog from a park lake in Liverpool.

13-year-old Fred Allen and his dog Buster has fallen through ice on the lake, said to be up to 50ft deep, during the cold spell which swept the country.

Although they had struggled ashore on an island, police and firemen could not reach them as the temperature plunged to -4°C.

The police contacted the coastguard, who contacted West Kirby' s hon sec, who set off the pagers to initiate one of the station's more unusual services.

At 2045, with police escort and blue lights flashing, the lifeboat started her 'passage' to the middle of Liverpool - where it took eight lifeboatmen to lift the D class over the park railings. With two of the crew using their 'wellies' over the bow as icebreakers the inflatable finally reached the lad and his dog and ten minutes later had handed them over to the police and ambulance crews.

Although taken to hospital suffering from hypothermia Fred was later allowed home, and with the lifeboat safely back on station at 2148 hon sec Bob Jones told a newspaper: 'This was an unusual call, we're not called an inshore lifeboat for nothing!' SIX APPROACHES TO STRICKEN YACHT Lifeboatman put aboard yacht in gale force winds after skipper is taken ill The night-time rescue of two people aboard a yacht in gale force winds has earned Richard Hawkins, Coxswain/Mechanic of the Great Yarmouth and Gorleston lifeboat, the Thanks of the RNLI inscribed on Vellum. In his official report of the service Tom Nutman, inspector of lifeboats for the east division, paid tribute to Coxswain Mechanic Hawkins' 'exemplary manner, great awareness and considerable handling skills.' The rescue began at 2328 on Sunday 19 August 1990, when Neal Duffield, the honorary secretary of Great Yarmouth and Gorleston lifeboat station, heard from Yarmouth Coastguard that the skipper of the yacht Southern Cross was suffering severe chest pains and that the only other crew member aboard was too inexperienced to cope. The rig support vessel Promoter was already heading for the scene and Mr Duffield agreed to an immediate launch of the lifeboat, the 44ft Waveney class lifeboat Khami, which slipped her moorings at 2335 and proceeded on service with Coxswain/ Mechanic Richard Hawkins at the helm.

Once dear of the harbour the hfeboat set course for the Cross Sands Buoy in a westerly Force 7 and a sea which was increasing in height. Using the lifeboat's VHP direction finder, the yacht's position was pin-pointed 6 miles from the Smiths Knoll light vessel.

A little over an hour-anda- half later, at 0110 on 20 August, the lifeboat reached the yacht to find her under sail and making 5 knots through the water, but pitching and rolling heavily in seas up to 10ft high. The wind was now WNW gale Force 8, with rough, short seas and a heavy northerly swell. It was heavily overcast with rain squalls and moderate visibility due to rain and spray. A helicopter from RAF Coltishall arrived at the scene but could not close with the yacht in the poor conditions, preferring instead to lift the skipper from the lifeboat.

The Coxswain made two attempts at coming alongside the yacht which were thwarted by the yawing and veering of the casualty, forcing him to move the lifeboat clear each time. On the third attempt, Second Coxswain David Mason managed to leap aboard the yacht to assess the situation.

He found the 22-stone skipper weak and unsteady, and decided that he would have to be transferred to the lifeboat amidships rather than from the bow. It took four attempts before the lifeboat was in a position to receive the skipper, but at the vital moment his legs gave way and the lifeboat had to be moved away once more. On the sixth approach the survivor jumped and was hauled aboard by the lifeboat crew.

The second coxswain took control of the yacht and set a course for Great Yarmouth while the helicopter was recalled to evacuate the survivor to hospital. Conditions were such that it took five attempts before a winchman and stretcher could be landed on the lifeboat's deck and the yacht's skipper winched aboard the helicopter. This was finally achieved at 0150.

Having transferred the casualty to the helicopter the lifeboat set off in pursuit of the yacht and the Second Coxswain, catching up with them at 0217 and passing a tow line. A long and slow journey was completed without incident and the two vessels entered Great Yarmouth Harbour safely at 0515, after nearly six hours at sea, and the lifeboat was re-fueled and ready for service once more at 0555.

For their part in the service, Second Coxswain David Mason was awarded a framed letter of thanks signed by the Chairman of the RNLI and crew members Michael Brown, Patrick Lee, Brian Baldwin and David Grief have been awarded VeJJum Service Certificates.

Richard Hawkins has already been awarded the RNLI's Bronze medal for Gallantry (in 1979) and three Vellums, in 1975,1982 and 1986. Baby alerts lifeboat - twice! Most people have their first taste of a lifeboat a little later in life than tiny Francesa Richey, who found herself aboard Oban's Brede Nottinghamshire when only a few hours old - having already put her on alert once before! Francesca's appearance had not been expected for another week when it became obvious that she was in a hurry to get into the world at her parents' home on the Isle of Mull.

Oban lifeboat was put on alert to transfer mother and baby to hospital on the mainland, and launched at 0302 on 14 October 1990. But it was not to be just one minute into the passage to the island the lifeboat was recalled with the message 'Baby is not for waiting'! Francesca was born at 0530, but mother Gillian needed an urgent operation, so once again the lifeboat was called...

She launched again at 0700 into a southerly Force 7 wind, with a doctor and midwife aboard, and less than an hourand- a-half later was back to hand mother and baby over to an ambulance for transfer to hospital.

Gillian andFrancesca were reported to be doing well, and were due to return home later in the week. FRUITLESS SEARCH FOR CREW OF FISHING VESSEL CAPSIZED OFF SHETLAND Eight-hour service for Lerwick's Arun in appalling conditions Lerwick's Arun class lifeboat Soldian spent nearly eight hours at sea in hurricane-force winds and huge seas on 12 December 1990 in what proved to be a tragically fruitless search for the six crew of a large fishing vessel.

The weather and sea conditions experienced on this service were the worst experienced by Coxswain Hewitt Clark, and both he and the crew later expressed their great confidence in the Arun, never doubting her abilities in the appalling conditions experienced up to 40 miles off Shetland. The honorary secretary had been monitoring a VHP radio message from Shetland coastguard after a ships distress beacon had begun transmitting, and twenty minutes later, at 0825, he was paged by the coastguard. A rescue helicopter despatched to the scene had spotted an upturned vessel and Soldian was asked to launch - which she did at 0840.

The reported position was some 40 miles just south of east of the station, the wind N, Force 11 and the sea state at the casualty '9', the highest category and indicating seas higher than 45ft.

Soldian was able to make 15 knots despite the weather to arrive at the casualty at 1115, to find her capsized with no sign of survivors.

As a wave lifted the hull the crew could make out her name, Premier.

Liferaft The rescue helicopter, which had led the Arun to the casualty as visibility was poor in the huge seas, reported a drifting liferaft about 5 miles downwind and Soldian moved off to check it. Thirty minutes later, at 1145 the lifeboat came alongside the raft only to discover it was empty. It was too dangerous to take it aboard so an attempt was made to tow it. This failed and the raft was cut free to allow the lifeboat to return to the upturned hull.

A lifebelt was recovered some 45 minutes later but there were still no signs of survivors and at 1310 the crew could only report that the casualty had sunk.

With darkness gathering in these high latitudes it was decided to release the lifeboat and allow her to return to Lerwick while a Nimrod and helicopters searched downwind in the failing light. The search was called off at 1500.

Soldian battled back to station, arriving safely at 1555.

Tragically no trace was found of the six members of Premier's crew. Two lifeboats from Moelfre save fishing boat and crew A service by Moelfre's two lifeboats has led to framed letters of appreciation signed by the chairman of the RNLI for Helmsman Rodney Pace and crew member Anthony Barclay of the D class inshore lifeboat.

At0630on22July 1990 the station learned that the fishing vessel Steel Venture was aground on rocks just north of Benllech, and the D class, with Helmsman Rodney Pace and Anthony Barclay aboard, was launched into breaking waves and a Force 5 wind.

Reaching the casualty some 20 minutes later the lifeboat crew found the fishing vessel With Integrity standing by and after assessing the situation requested the services of the all-weather lifeboat. The casualty asked to be towed off the rocks, so a messenger line was taken from With Integrity and the lifeboat veered stern-first towards Steel Venture. Although a large wave struck the lifeboat, driving her into Steel Venture, crew member Anthony Barclay successfully passed the messenger line and Helmsman Pace moved away from the casualty to establish a tow with With Integrity .

She was able to pull Steel Venture clear of the rocks and towards the Menai Straits, escorted by the all-weather lifeboat. Five lifeboats in long search for lost fishermen Newcastle, Co. Down's, Oakley class lifeboat Jane Hay and Portaferry's Atlantic 21 Blue Peter V took part in long searches for the two crewmen from a fishing boat Silver Quest which disapeared on 7 September 1990. Other lifeboats from Kilkeel, Clogher Head and Port St Mary also took part in the search, as did seven fishing vessel, two helicopters and a Nimrod aircraft. The Newcastle lifeboat searched for more than 25 hours over a two-day period, with food and fuel being ferried out in fishing vessels to extend the lifeboat's duration.

The Oakley first launched at 2145 having been informed by Belfast coastguard that Silver Quest was overdue after attending to creels in Dundrum Bay.

At 2235 the Portaferry Atlantic 21 lifeboat Blue Peter V launched to join the search and, with no accurate position to work from, a large-scale air and sea search was instigated.

Coxswain Morgan acted as 'on-scene commander' and co-ordinated the search from the Newcastle lifeboat until an Irish naval vessel joined the search at 0300 the following day and assumed the role.

The search was eventually called off at 1400 on 8 September, the fishing vessel Valcon having ferried out fuel and meals prepared by helpers ashore to the Newcastle lifeboat and the Portaferry Atlantic having changed crews every two to three hours.

By the time the lifeboats returned to their stations the Newcastle boat had been searching for more than 16 hours and the Portaferry Atlantic had been at sea for more than 16 hours.

On 14 September the body of one of the crew of the fishing boat was recovered and three days later local fishermen organised a search for the second. As the sea was rough they requested the Newcastle lifeboat's assistance and for more than nine hours the search was resumed, although nothing was found. On this second occassion the crew and helpers did not even claim the small allowance usually paid to them by the RNLI.

The Institution's chief of operations has written to both the stations in appreciation of their long hours at sea and the efforts of all concerned. NO DAMAGE TO TYNE CLASS AFTER WIND AND TIDE TEAR HER FROM MOORING The irresistible force A salutory reminder of the forces generated by the elements was given at Lytham St Annes in January, when hurricane-force winds battered the north west.

On the night of 5-6 January 1991 westerly storms reached Force 11 and drove the tide to levels far above the predicted heights.

Frank Kilroy, honorary secretary at Lytham St Annes takes up the tale: 'At 0845 on Sunday 6 January I was telephoned by crew member David Morrison who informed me that the lifeboat had gone - whereabouts unknown! Before I could organise a search party the police rang to tell me that a local farmer at Freckleton had a large blue and orange boat at the bottom of his garden. Was it anything to do with me?' The relief Tyne class Mariner's Friend was found sitting high and dry in the marshes, completely undamaged and with part of her mooring still hanging over her bow. The force of the wind, combined with an exceptionally high tide, had parted the mooring at a forged link. The link is tested to eight tons, which gives a considerable safety margin, and the breaking strain is some twice the tested load. Somehow the mooring had been subjected to a load of more than 15 tons! The following day the Tyne class William Street from nearby Fleetwood attempted a tow, but despite a tide predicted to be higher than the one on which she grounded the storms had abated and the lifeboat did not even float. With cover being provided by another relief lifeboat, brought from Dumbarton through neargale and a blizzard, on the reserve mooring a salvage company was employed to retrieve Mariner's Friend from her perch in the marsh.

An amphibious digger was used to form a channel, a barge employed to lay anchors and, with a final pull from a tug, the Tyne was extricated on the next spring tides on 18 January.

She was towed to Preston Dock, hauled out and after a thorough inspection found to be completely undamaged by her adventures and sojourn in the grass.

Mariner's Friend was returned to her new mooring the following day and placed on service again. Seven seamen safely ashore Two incidents on opposite sides of the English Channel during January resulted in seven seamen being landed from leaking commercial vessels. YACHT WITH INJURED SKIPPER CLOSE TO SHOAL Lifeboatmen transferred to Belgian yacht in gale and heavy seas A joint service by Southwold's Atlantic 21 class lifeboat Quiver and Lowestoft's Tyne Spirit of Lowestoft has won two lifeboatmen framed letters of thanks from the Institution's chairman.

The Atlantic 21 was the first lifeboat to launch, following a report that a yacht had 'capsized', leaving her station at 1458. Although nothing was found a helicopter which had been scrambled at the same time located the 34ft Belgian yacht Haura in distress close to the Newcombe Sand off Kessingland. The skipper had been injured and his wife was at the helm, close hauled under reefed mains'l.

The Atlantic made full speed towards the casualty in a wind which was now Force 7 from the south and in rough seas.

By the time she reached the casualty the wind had increased to full gale, with seas that had reached 6ft to 8ft, and great skill was needed to bring the lifeboat close enough for crew member Marcus Gladwell to jump aboard. At this point Spirit of Lowestoft arrived on the scene, having launched just over 10 minutes before at 1603, and the Atlantic then transferred Second Coxswain Shane Coleman to the yacht to assist crew member Gladwell.

With the yacht's sails stowed warps were streamed aft and the Tyne took up the tow while the Atlantic 21 stood-by off the casu-ally's quarter. Conditions were now very rough, with particularly heavy seas off the South Newcombe Buoy lifting the Atlantic to within 10°of the vertical, and the yacht being laid over onto her beam ends as they entered the main channel to Lowestoft.

Both lifeboats entered Lowestoft with the casualty at 1725.

In addition to the two letters from the chairman the director of the RNLI has also written to Coxswain John Catchpole of Lowestoft in appreciation of the skill he displayed in assessing the situation and establishing a tow in difficult conditions before the yacht struck the sand..