Withernsea East Division HAZARDOUS CONDITIONS TEST LIFEBOAT TO LIMITS Sick yachtsman rescued in Gale force winds and 15ft seas John Hartland, 42, helmsman of the Withernsea inshore lifeboat has been awarded the Institution's Bronze Medal for bravery following the landing of a sick yachtsman in extreme and hazardous conditions on 15 May 1991.

At 1640, Humber coastguard alerted Withernsea's station honorary secretary that the 24ft yacht Frangipani was in difficulties two-and-a-half miles offshore. The station's 16ft D class lifeboat was launched ten minutes later, with John Hartland at the helm.

As the wind was a northerly Force 5 / 6, with heavy, breaking 6-8ft waves, the lifeboat had to be launched from the Central Promenade, two extra men having to help the three crew.

The lifeboat was driven as fast as conditions would allow even though it was continually filling with water.

And with blown spray restricting visibility, helmsman Hartland was only able to see ahead when the inflatable crested a wave.

At 1720, on reaching the casualty, the crew found the two occupants had stowed the sails and set the engine running slow ahead. Only one of the survivors was wearing a lifejacket, and neither had proper foul weather gear. The skipper was slumped complaining of engine fumes.

Hartland decided to take him aboard the lifeboat. The wind was gusting Force 7, with moderate visibility and rough 15ft seas. Loose gear and ropes in the water meant Hartland's only approach could be on the port side. It required absolute concentration to manoeuvre the lifeboat under these conditions.

But as all the crew held the lifeboat alongside the casualty, a very large sea reared up, taking both craft up a wall of water. As it passed, the sick man rolled out of the yacht, to be grabbed by the lifeboatmen.

Paul Baker, a former lifeboat crewman who had volunteered for this service, administered first aid using his skills as a community nurse. He assessed that an ambulance would be needed for the man back on shore.

The crew then learned that the remaining yachtsman aboard Frangipani only had 9 hours sailing experience, so it was decided that lifeboatman Paul Theobald should transfer to the craft. This was achieved at the first attempt, and Theobald took control to await the arrival of Humber's Arun class lifeboat.

Withernsea's D class lifeboat now made for shore, Hartland deciding to ride on the back of large seas - a slow, but safer option. The sick man was lapsing into unconsciousness, but Baker kept him awake by tapping his hand and talking to him.

At 1745, with a 10-12ft following sea, the lifeboat landed on the only remaining few feet of sand at the foot of the slip. The sick man was taken to a waiting ambulance and later made a full recovery in hospital. The lifeboat was ready again for service at 1845.

The yacht Frangipani was taken in tow by the Humber lifeboat, Withernsea crewman Theobald staying aboard for the two-and-a-half hour trip back to Grimsby.

This inflatable was launched into conditions at the limits of the capabilities of the D class lifeboat, and the additional hazard of ropes and gear from the yacht in the water demanded great skill from the helmsman in executing the service successfully.

In his official report, Tim Harrison, deputy divisional inspector of lifeboats for the east division, wrote: 'Hartland had not taken the helm in these conditions before but coped admirably and showed fine seamanship and great courage.' For their part in this service, lifeboat crew members Paul Theobald and Paul Baker have been awarded the Thanks of the Institution Inscribed on Vellum.

18 saved from burning vessel on lee shore Whitby's Tyne class lifeboat City of Sheffield launched to the aid of large Swedish motor vessel Stora Korsnas Link I on fire with 18 aboard in a northerly Gale on 5 November 1991.

Humber coastguard had contacted Whitby's station honorary secretary with details of the fire aboard a merchantman loaded with 'forestry products' at 0623.

Whitby lifeboat was launched at 0640 to stand by the casualty, which was in danger of drifting onto a lee shore, until she had been taken in tow. Teesmouth lifeboat also stood by to take a fire crew to the casualty, if necessary.

When the casualty later parted its tow some hours later, the Tyne stood by until all 18 crew had been taken off by rescue helicopter. The lifeboat then proceeded to the Tees where the crew made their way home by road, collecting the lifeboat from Tees Dock the next day.

The casualty was later abandoned, still burning, at anchor two miles off Skinning Grove. Coxswain Thomson said, 'the vessel was, unknown to ourselves, carrying several tons of potentially explosive cargo and eventually blew up and sank in the early hours of the following Sunday morning.' Walmer South East Division THREE SAVED FROM GROUNDED YACHT IN TURBULENT SEAS Crew overboard during yacht rescue The Thanks of the Institution on Vellum has been awarded to helmsman Duane Brown of Walmer lifeboat after the rescue of three Belgians from their yacht Josse, aground on the Goodwin Sands, in strong winds and turbulent seas.

For their determination and support, crew members John Collins and Shaun East have been awarded framed letters of appreciation signed by Chairman Mr Michael Vernon.

Monitoring radio signals on 18 July 1991, Walmer's honorary secretary heard that the 28ft yacht Josse was in difficulties on the South East Goodwin Sands. After consulting Dover coastguard, the Atlantic 21 lifeboat US Navy League, on temporary duty at Walmer, was launched at 1344 with Duane Brown at the helm. The wind was Force 5.

But once the lifeboat was clear of the lee of the land, conditions worsened. The wind was gusting to strong Gale Force 8/9 and at one point a heavy sea stood the lifeboat virtually on end.

It was established by radio that Josse was aground, being pounded by the waves and shipping water. The three occupants considered themselves to be in imminent danger.

All 358, the lifeboat arrived on scene, having covered the just over four miles in just 14 minutes. The wind was now Force 6 with confused breaking 8-11 ft seas, and with a swell across the sands.

Helmsman Brown positioned the lifeboat head-to-sea astern of the yacht and prepared to take off the crew.

The echosounder indicated depths ranging from 20ft to zero and on the first approach the lifeboat landed heavily in a trough, touching bottom.

By careful and skilled use of the throttle, the lifeboat was manoeuvred close enough to the first survivor for him to be transferred successfully.

As the boats ranged violently, the lifeboat was knocked clear by heavy breaking seas. She was manoeuvred back into position, but as crew member John Collins reached over to assist the second survivor, a heavy sea knocked him into the water.

He retained a grip on the lifeboat, and helmsman Brown had to drive his craft hard astern to avoid Collins being crushed between the two boats.

Crew member Shaun East rushed forward to grab Collins, and at one point pushed him down when it appeared he might be crushed.

Collins was helped aboard the lifeboat bruised but essentially uninjured.

East sprained his wrist during the incident. Brown turned back to the casualty and the two remaining survivors were brought aboard. Clearof the confused seas over the sands, at 1430 the survivors were transferred to Ramsgate's Tyne class lifeboat with crew member Collins, who was beginning to suffer from the effects of his immersion in the sea.

The Ramsgate lifeboat passed a line to tow Josse back to shore and Collins returned to the Atlantic 21 for passage back to Walmer. They reached shore at 1530.

The yacht and the three survivors were brought safely to harbour by Ramsgate lifeboat at 1639. Happily, neither Collins nor East suffered any lasting after-effects.Wick lifeboat assists US yacht Wick's Tyne class lifeboat Norman Sali'esini launched at 0045 on 1 September to the casualty Fridor, a sailing yacht from Ohio, which was on passage from the Shetland Islands. Nearing the Caithness coast, the casualty was caught in a heavy swell and tide rip, and a line was washed overboard and fouled the propeller. Wick's lifeboat towed Fridor to the safety of Wick harbour and was ready for service again at 0345.

Photo John Mmi'att Tow the goat ashore! Tiffany, Timothy, Chocolate Drop, Snuffles and Gem were five goats who had got quite used to their lonely existence on the isle of Inchkeith in the Forth estuary.

When the Allandale Animal Sanctuary moved to Lanarkshire from the isle, sanctuary trustee Mrs Allan had been unable to capture them and was forced to leave them behind to their own devices.

In fact, they were so used to it, they didn't want anything to disturb their tranquil existence. And they were quite unaware of Mrs Allan's growing concern for their safety, particularly after spent cartridges were found on the island from the guns of uninvited guests.

The animal sanctuary formed a volunteer group of students to transport the five goats to safety. That day in January, 42 volunteers took the Spirit of Fife ferry journey on a mission of 'goat rescue'.

But the goats had seen them coming - and promptly scarpered out of reach.

It wasn't long before Snuffles was caught.

But two of the five - in desperation - plunged into the sea and swam a short distance to perch precariously on a rock, way out of safety's reach.

Predictably, the waves were soon threatening to engulf the goats and drown them - something drastic would have to be done to save them! Following word from the ferry captain, Queensferry's inshore lifeboat launched to the rescue. With one of the goats on board and the other being towed behind the lifeboat, Queensferry's Atlantic 21 transported the two deserters to safety.

Back on the island and with their minds firmly fixed on freedom, the two survivors at once made off again - without a word of thanks.

Berth West Division D CLASS IN DUMPING SURF AND 6FT SE E MISSING TRANSOM DRAIN Walkers saved from submerged rock The skilled actions, in difficult conditions, of helmsman Ronnie Davies, 43, of the Borth lifeboat, saved the lives of two walkers, trapped on a sea-battered rock beneath Borth Head.

At 1920 on 11 July, Borth D class lifeboat, with Ronnie Davies at the helm, launched to the rescue of two people reported to have been cut off by the tide beneath Borth Head.

The wind was Force 5/6 with a moderate to rough sea causing dumping surf at the slipway and making the launch hazardous. After one unsuccessful attempt during which, unbeknown to the crew, a transom drain was ripped away, the lifeboat was driven out to sea.

The lifeboat was hit by several large breaking seas which the helmsman negotiated with skill and determina- tion. The casualties were located on a near fully submerged rock 50 yards from Borth Head cliff face. Spray and occasional green water broke over them as they clung to the rock.

Speed was of the essence but since a direct approach would have been The helmsman showed exceptional leadership skills highly dangerous in the conditions the helmsman decided to drop anchor and veer down onto the rock from 60m to windward and seaward.

With 6ft seas continually breaking over the lifeboat, it was noticed that the drain was missing. The lifeboat became swamped with water, making it heavy and difficult to control.

Helmsman Davies shouted to the casualties to prepare to jump aboard the lifeboat as it came alongside. The first attempt failed when the propeller struck a submerged rock, stalling the engine. It was restarted, but on the second attempt, the nearest casualty would not jump. On the third approach, one person did leap safely aboard. Encouraged by this success, the second casualty also jumped aboard as the lifeboat passed for the fourth time.

The anchor was recovered and the lifeboat was turned back down sea towards the shore. Helmsman Davies decided the safest and quickest way to land the survivors ashore was to beach the lifeboat on the slipway.

Waiting until he could ride on the back of a wave, Davies successfully completed the beaching at 1940.

The survivors were treated for shock and hypothermia.

In his report, deputy inspector of lifeboats for the west George Rawlinson wrote, 'The helmsman showed exceptional command and leadership skills, together with precision and competence in the way he handled the lifeboat.' Mr Davies has been awarded the Thanks of the Institution Inscribed on Vellum for his part in the rescue.

For 'the efficient manner in which the crew executed the service, backing up the helmsman admirably', crew members Louis de la Haye and Andrew Doyle have been awarded framed letters of appreciation signed by Chairman Mr Michael Vernon.

Scuba divers rescued In steep breaking surf and Force 7 SSE winds,Salcombe's Tyne class lifeboat The Baltic Exchange II rescues three scuba divers from Hertfordshire overboard from their capsized rigid inflatable diving boat and in danger of drowning. The incident took place at the entrance to Salcombe Harbour on 28 September last year.

Unfortunately, conditions made it impossible to save the dive boat, wh ich broke up on rocks. However, three sets of dive gear were retrieved and all three survivors made a rapid recovery.

Photo, loft, Peter Hodges Sick man transported to mainland In the early hours of 21 September 1991, Oban's Brede class lifeboat Nottinghamshire was called on to transfer a sick man from Lochaline to Oban hospital.

Following a request at 0200 from the coastguard, the lifeboat proceeded at 0217 with the honorary medical adviser and ECG equipment aboard, as the patient was suspected of having suffered a heart attack.

On arrival at Lochaline, there was no landing place available. The patient lived one mile off the main road along a track and the service report records that 'there was some carrying involved' to transport the man over rough ground back to the main road.

Conditions for the transfer were not good. Sea conditions were deteriorating so much that it was necessary to rig a veering line to aid the recovery of the inflatable dinghy arid the patient.

The lifeboat returned to Oban and an awaiting ambulance at 0510. The lifeboat was ready for service again at 0538.

The honorary secretary noted in the report that, 'this service was performed under very difficult conditions...A sound, seamanlike service performed by all concerned.' Chief of operations Commodore George Cooper wrote in a letter of thanks, 'This service was carried out in a seamanlike way, and 1 would like to congratulate the coxswain, crew members and the honorary medical adviser for a fine team effort conducted in a very professional manner'.

_/ Lerwick Scotland North Division ARUN FACED PASSAGE IN ATROCIOUS CONDITIONS Fishing vessel towed to safety The fishing vessel Orkney Reiver of Kirkwall fouled her propeller with a fishing net and was drifting eight miles south west of Fitful Head, Shetland on 10 November.

There being no other vessels in the casualty's area to go to her assistance, Shetland coastguard requested Lerwick's Arun class lifeboat Soldian tow the vessel to port for divers to clear the propeller and repeated a Storm Force wind weather forecast issued previously.

Soldian arrived at 1030 and rigged the line to tow Orkney Reiver, with six people aboard, to the nearest port of Scalloway. Portwasreachedatl410, despite the tow parting in Force 8 winds for a period of 10 minutes.

The lifeboat's return passage from Scalloway at 1500 around Fitful Head and Sumburgh Head was rough, with winds gusting Force 11, high seas and poor visibility.

Thankfully, the crew arrived home in good shape at 1820.

Wells East Division WELLS MERSEY SAVES CASUALTY TAKING IN WATER IN WINDS UP TO GALE FORCE Crew's 'fine teamwork' during 16-hour service The crew of Wells Mersey class lifeboat Doris M. Mann ofAmpthill have been commended following a 16-hour service which 'was dominated by a fine display of teamwork' in winds of up to Gale force, and rough, short, breaking seas.

Both coxswain/mechanic Graham Walker and crew member James Case have been awarded a framed letter of thanks from the Chairman, and second coxswain Allen Frary, assistant mechanic Michael Frary and crew members Frederick Whitaker, Darren Hume and James Wright have all been sent a letter of thanks from the Institution's Director for their part 'in this long and eventful service'.

At 0936 on 16 October 1991, Yarmouth coastguard requested that the Wells lifeboat be launched to escort the fishing vessel Cerealia to safe harbour.

The casualty was taking in wa- ter six-and-a-half miles north of Wells station. A pump had been put aboard the vessel by RAF helicopter.

At 0948 the lifeboat left the boathouse for a low-water launch at Holkham Beach, and at 1009, Doris M.

Mann of Ampthill launched from her carriage and proceeded at full speed.

The wind was SW Force 6/7 with a slight sea, and it was overcast with rain, giving moderate visibility.

VHP communication confirmed that the pump was keeping up with the ingress of water and that Cerealia was steaming towards Wells.

'The rendezvous was made at 1017 near Bridgirdle Buoy, and the lifeboat escorted Cerealia to the shelter of Holkham Bay, to wait for the tide for the attempt to enter Wells Harbour.

The wind was now a WSW Force 7.

In view of the weather forecast - that the wind would increase in force and veer further - the lifeboat crew decided to escort the casualty into Wells Harbour, reckoning it should be possible at high water, despite the neap tides. To assist, at 1250, crew member James Case, the designated emergency coxswain and Wells Harbour pilot, went aboard the casualty.

The lifeboat lead Cerealia across Wells Bar, but the westerly wind had held back the tide and the casualty touched and stuck at No 3 buoy. A fishing vessel had also attempted to enter ahead of the lifeboat and had stuck at No 6 buoy. Wells lifeboat managed to pull the fishing boat clear for it to enter Wells.

Meanwhile, Case had manoeuvred Cerealia clear of the bank and turned her in the restricted space to head back out to open sea, clear of the bar.

The lifeboat joined her at 1312.

It was decided to take the casualty to Kings Lynn, the nearest sheltered harbour. The two survivors were by now very wet and tired and so were taken off. Crew member Wright was put on board Cerealia to assist Case.

At 1325 passage was started towards Kings Lynn with the lifeboat assisting the fishing vessel with a tow to increase speed in the worsening conditions.

However, at 1420, the pump on the casualty ceased to function and the water started to build up.

Having recovered the towline, coxswain Walker approached the casualty, now wallowing heavily to port.

With the lifeboat's starboard side kept well clear of the towing gallows aft, a lifeboat pump was put aboard Cerealia, along with a third crew member, Frederick Whitaker.

But as the lifeboat pulled clear astern she came down on a heavy metal lead on the starboard bow of the casualty, which dented her hull.

With the lifeboat standing by, the crew on board Cerealia were able to clear the water from the casualty and restart her engines. Passage was resumed at 1440, the casualty under her own power and making 5-6 knots under lifeboat escort. The wind was now Gale Force from the WSW, giving rough, short, breaking seas in the shallow water of the Inner Wash.

As, at 1630, Cerealia's engine was cutting out, the lifeboat once again took her in tow. At 1830, well in the shelter of the Inner Wash, both vessels anchored to wait for the tide. At 2055, the anchor was slipped and passage made up the river to Kings Lynn.

At 2215, both casualty and the lifeboat were alongside at Kings Lynn, and the refuelled lifeboat sailed for Wells at 2326.

At 0205 the next day, the lifeboat crossed Wells bar and was beached at 0217, over 16 hours after her launch.

Rescue of two cut off by tide Tenby's D class lifeboat was called out to rescue two young men who were cut off by the tide at Waterwynch Point on 23 August.

The sea was rough but the crew members displayed skill, seamanship and initiative by taking advantage of the sheltered conditions near the shore in order that the lifeboat could reach the two men 15 minutes from the call.

The two men were sighted clinging to the cliffs with waves washing around their feet. A 5-6ft swell broke over the rocks at the foot of the cliff and visibility had been reduced by rain.

Tenby's lifeboat was anchored and veered onto the rocks about 20ft from the casualties. Crew member Philip Wilson jumped ashore as the lifeboat rose on the 6ft swell.

He scrambled over the rocks to the men and brought them back one at a time to the rock edge.

Crew member Daniel Thomas timed his efforts with the motions of the sea as the men were assisted on board. Helmsman Neil Truman used all shelter available to arrive back at the boathouse at 1430.

Tyne class in five-hour search The Mumbles lifeboat crew, below, discuss operations with police divers during a service on 24 November 1991 to local charter fishing boat Luke John.

The casualty sunk at anchor within two minutes with 14 people on board.

Local boats picked up 8 survivors from the water and another was picked up by helicopter diverted from exercise. The Mumbles' Tyne class lifeboat transferred two people to shore, and another local boat landed eight at the lifeboat station.

The lifeboat carried out an intensive search with other local vessels for five hours but sadly two persons were never found. Photo South Wales Evening Post 21 CRAFT INVOLVED - INCLUDING THREE LIFEBOATS Search for missing vessel locates wreck A total of 21 boats, including the Scarborough, Filey and Whitby lifeboats, took part in the search for the fishing vessel Sincere with two persons on board, when it failed to return to harbour on 28 October 1991.

Scarborough lifeboat with coxswain Stuart Ogden at the helm launched for the search area two miles NE of Scarborough Castle at 2020. A coble in the area reported that there had been no sign of the missing fishing vessel all day.

At 0200 on 29 October, Scarborough coastguard informed the lifeboat that boxes, possibly from the casualty, had been found one-and-a-half miles from Scarborough Rock. The lifeboat had completed a close inshore search of the area, to no avail, 40 minutes later.

Coxswain Ogden suggested that the most likely place for the vessel to have been fishing was over two local wrecks. Together with Filey lifeboat, the Scarborough crew searched the area, but again nothing was found.

At 0525, Scarborough lifeboat returned to harbour for refuelling.

There, the crew recruited local trawler skippers for the search, coxswain Ogden assuming the role of on-scene commander and allocating each vessel with a search area.

At 0826, part of the casualty's first aid kit was found, followed by a holdall containing items belonging to the missing boat's skipper, and a jacket.

At 0915, the coastguard reported wreckage found in Hayburn Wyk Bay, and one-and-a-half hours later, a Scarborough crew member sighted an oil slick. Its source was found by search craft Challenge and buoyed.

All craft, except the three lifeboats, were then released from search duty.

Filey and Whitby lifeboats conducted a search close inshore of the area and were released from duty at 1148.

Scarborough lifeboat returned to Scarborough to pick up police divers, returning to the position of the wreck with the diving team at 1225. The lifeboat was advised a navy ship was on its way. Its estimated time of arrival was 1500, but, unfortunately, no diving could be done that day because of fading light and adverse tide and sea conditions.

As the lifeboat could serve no further useful purpose, she returned to station and was ready for service again at 1620.

Sadly, it is not known what became of the two persons known to have been on board the casualty.

Family rescue An unusual family rescue began on 11 July 1991 when James Tyrrell, the brother of Arklow's second coxswain and who is also the station's honorary secretary set sail with another friend in his 18ft sailing dinghy Coinin Ban.

As the two men left Arklow harbour that evening, the wind increased to a south easterly Force 6/7 and the sea became too rough to return to harbour. The sails were lowered and Mr Tyrrell decided not to run the dinghy ashore in case they capsized in the breaking seas on the beach.

The two men tried instead to attract the attention of a man ashore at Porters Rocks.

Meanwhile, Mr Tyrrell's eldest brother Michael, a deputy launching authority, and his younger brother John, second coxswain, were investigating why their brother had not returned to port when a 999 call from Shannon coastguard informed them that he was in difficulties.

At 2110, the two men at sea saw the lifeboat maroon fired over Arklow - 'a most heartening sight' - and they knew the Waveney class lifeboat Augustine Courtauld was on her way. The dinghy was by now drifting rapidly with a strong tide in the south easterly Force 7 wind.

The men dropped their anchor, but it would not hold. After taking some water on board, the anchor rope parted. The dinghy was nearing the rocks at Mizzen Head when the two men sighted the welcome lights of the lifeboat.

On arrival, the lifeboat crew passed a line to the two men on board the dinghy, and it was made fast. But five minutes later, the line parted. With great skill, the second coxswain manoeuvred the lifeboat so a second line could be made fast.

By now, sea conditions were very rough with the swell some 20ft and the wind a south easterly Gale Force 8. The dinghy was just 20ft from the rocks when the tow was reconnected and the dinghy was towed clear of rocks and of the tidal race.

At 2225, Mr Tyrrell's companion on board was transferred to the lifeboat as he was not feeling well. Lifeboat crewman Declan Duggan came on board the dinghy to assist with pumping out.

The tow continued to Arklow, the wind moderating to a south westerly Force 5 with heavy squally showers as the men reached safe harbour..