TWO CASUALTIES TOWED TO SAFETY - CREW INJURED Tyne's 26-hour service in storm force winds Coxswain Kieran Cotter of Baltimore's relief Tyne class lifeboat has received the RNLI's Bronze Medal for Gallantry following a 26-hour service to two separate casualties in winds up to Storm Force 10 on 30 and 31 October 1991.

Peter Bradley, Ireland's divisional weather. Her skipperinspector of lifeboats, said the coxswain and his crew exhibited 'determination, skill and good seamanship', tenaciously completing the services 'despite the appalling weather conditions and long hours at sea'.

For their part in the service framed Letters of Appreciation signed by the RNLI's Chairman have been awarded to assistant mechanic Vincent O'Driscoll and crew members Ronald Carthy, Michael O'Regan, Ciaran McSweeney and Aidan Bushe.

Storm Force 10 A southerly Storm Force 10 was blowing at Baltimore when information was received that the 120ft fishing vessel Japonica had experienced machinery failure some 13 miles west of the Fastnet Rock. At 1715 on 30 October Baltimore's lifeboat Good Shepherd launched from her slipway.

In the open sea, 50-knot winds from the south were kicking up seas of 20ft.

Two hours after launching, the relief Tyne class lifeboat arrived at the casualty's reported position to find she was still further to the west. After 30 minutes the lifeboat reached the casualty, which was without power and lying with her port bow to theBronze Medal weather. Her skipper had calculated his rate of drift as four knots to the north-east.

A sister ship was expected by midnight to give aid, but as the weather was quickly driving Japonica closer to the rockbound shore it was decided the Tyne should start to tow Japonica to safety.

It took over an hour to connect a tow line, by which time the casualty had drifted over four miles closer to shore. It took several passes to leeward of the larger vessel before the lifeboat could pass a messenger line and Japonica's heavy warp was made fast.

The 47ft lifeboat then eased the 120ft casualty diagonally across the storm force wind towards the safety Bantry Bay. However, at 2230 alarge wave pushed her out of position and the tow parted. The tow was at last reconnected and seven hours later at 0610 Japonica was anchored in the shelter of Bantry Bay.

But there was no rest for Good Shepherd yet. On her return passage to station she suffered a blocked fuel filter. Then lifeboatman McSweeney hit his head while stowing away gear in the forward cabin. A diversion to Castleto wnbere was necessary to land McSweeney for medical attention - five stitches in his forehead - at 1130.

Awaiting the arrival of the new fuel filter the lifeboat received a further radio call from Shannon MRCC to say another vessel was in difficulties to the south of the Fastnet Rock.

With a new filter and two fresh crew members aboard the Tyne left Castletownbere at 1325, heading towards the Fastnet into the full force of the weather.

Under tow Atlantis Adventure was a 60ft sailing vessel having trouble with her auxiliary and sailing under a storm jib in a Gale Force 8 wind, gusting to Severe Gale Force 9. The sea was rough with over a 20ft swell.

At 1600 in very bad conditions Good Shepherd reached the yacht to find her making six knots under a small storm jib. Her crew were exhausted. After 15 minutes a tow was passed, and by 1850 the casualty had been towed to the safety of Baltimore Harbour.

By the time the Tyne had left the casualty in the harbour, been refuelled and then rehoused it was 1920 on 31 October - over 26 hours since she had left on service the day before.Rescue party rescued Weymouth's Arun class lifeboat Tony Vandervell, a naval helicopter and the destroyer HMS Edinburgh were all involved in an incident where three fishermen were airlifted to safety from their sinking trawler Dunlin on 6 February this year.

Seven miles west of Portland Bill lighthouse, a rescue party of four men from HMS Edinburgh, on exercise in the area, went aboard the Weymouth trawler with water pumps in an attempt to keep her afloat.

Then, as Dunlin began to go under, the rescue party were forced to evacuate by jumping into the sea. The photo shows the scene just as the men were about to be picked up by Weymouth lifeboat.

Photo Bill MaceyFour saved from capsized speedboat Three men and a woman were rescued by the Plymouth Arun class lifeboat City of Plymouth, aided by two MOD police boats, on 1 January when their speedboat capsized in Bovisand Bay after being struck by a large wave in a south-westerly Force 4-5 wind.

Second coxswain K. Rimmer and crew members B. Bellamy and F.

Jackson entered the water to assist the four, who were found clinging to their semi-submerged boat. The survivors were picked up, rushed to hospital and treated for cold and shock. They were later all released safe and well.Six rescued despite Atlantic steering fault Outstanding seamanship and determination during a five-hour service has earned David Wells, helmsman of Clacton's Atlantic 21 lifeboat, the RNLI's Bronze Medal. Crew member Terence Bolingbroke was awarded the Thanks of the Institution inscribed on Vellum and crew member Thomas Ridley a framed Letter of Appreciation signed by the Institution's Chairman.Clacton's B579 with David Wells at the helm and Walton and Frinton's 48ft 6in Solent under the command of the coxswain Robert Kemp launched at 1438 on 1 November 1991 to the 29ft yacht Two Mner. She was aground on the south side of Buxey Sand with six persons on board. The weather was overcast with a Force 6 wind.

Clacton's Institute of London Underwriters experienced rough head seas and continual rain, which reduced visibility. Near the Wallet Spitway, an hydraulic leak caused a total steering failure. The problem was rectified and, with difficulty, the system was topped up but the spillage of fluid made the lifeboat's deck, console and sponsons very slippery. The steering was spongy but helmsman Wells continued towards the yacht, located at 1510 SE of Buxey Sand.

She was listing heavily to port and the SSW Force 7-8 wind and very rough 6ft breaking seas were causing violent motion.

Skilled manoeuvring To put lifeboatman Bolingbroke aboard, helmsman Wells manoeuvred the lifeboat's starboard shoulderBronze Medal against the port quarter of the yacht with great skill. Bolingbroke found the skipper calm but her crew were all inexperienced.

It was decided to tow the casualty clear, a towline was secured and slowly the yacht moved off the sand.

Once clear, the tow was slipped and the yacht was manoeuvred to the south, then west. As Clacton lifeboat led the way towards the entrance to the River Crouch, Walton lifeboat returned to station, mooring at 1657.

Two Niner 's skipper was unhappyabout entering the Crouch in the approaching darkness, so the yacht was escorted to Essex Marina at Wallasea.

There, the Clacton crew added more fluid to the steering reservoir.

At 1830, in total darkness and a Force 8 wind, Clacton lifeboat left Wallasea to return to station. Conditions were very poor through the Ray Sand Channel. Passing Knoll Buoy, a particularly large sea broke from the darkness, burying the bow and suddenly retarding the lifeboat. Regaining control, helmsman Wells discovered lifeboatman Thomas Ridley was missing and turned the lifeboat immediately to retrace his course.

Bolingbroke and Wells had only a matter of minutes to stand a fair chance of finding their colleague.

Retro-reflective tape Bolingbroke saw a flash of light ahead - the retro-reflective tape on Ridley's lifejacket had reflected the lifeboat's navigation lights. Ridley was located 50 yards ahead and quickly recovered, though not without hazard as both lifeboatmen had to help him aboard, leaving the lifeboat beam on to sea. Ridley was bruised but not seriously injured.

On the lifeboat's arrival at Clacton Pier, the slipway trolley was rigged for a net recovery. The swell was severe, and helmsman Wells chose his moment to enter the trolley. The lifeboat lodged in the arrester netand the trolley was winched clear of the sea. Clacton's Atlantic 21 was back on station at 1926, five hours after the service had begun.Bronze Medal SERVICE IN DIFFICULT SEA CONDITIONS Couple rescued from foot of cliffs Redcar lifeboat helmsman Peter Hodge has been awarded a Bronze Medal for the outstanding rescue of two walkers and a dog cut off by the tide on 19 January. The couple and dog were trapped at the foot of high cliffs as the tide rushed in, threatening to sweep them away.

Thanks to the skill, experience and decisive action of helmsman Hodge and the crew's determination, courage and teamwork, the service was carried out quickly in adverse conditions, close to shore and among rocks.

Redcar's Atlantic 21 Leicester Challenge was launched into difficult sea conditions, an 11-13ft swell and onshore NW Force 5 wind, at 1314 on 19 January to assist two persons cut off by the tide at the base of Hunt Cliff, over four miles ESE of the station.

The lifeboat, with Peter Hodge at the helm, was lifted almost vertical by a wave as she entered the water.

Incoming tide Leicester Challenge arrived on scene at 1324. The man, woman and dog were trapped beneath high cliffs with the incoming tide breaking all round them. They had moved onto high loose shale, bu t their position seemed untenable. The ll-13ft swell was breaking directly onshore some 130 yards off.

Hodge took the lifeboat through the first line of breaking seas and turned head-to-sea to assess the situation.

After consulting his crew, he told the coastguard he intended to attempt a rescue.

Hod ge tu rned the lif eboa t to shore and ran in through heavy seas, using both engines and helm to control the lifeboat in such dangerous conditions.

About 200ft from the cliff, the anchor was let go in 16ft of water. The engines were worked astern and, after a short distance dragging along the flat scar, the anchor held.

Hodge veered down towards the casualties with crew members Mark Reeves in the bow and Derek Robinson taking soundings with a paddle over the stern. The lifeboat was constantly awash and once Reeves, jammed into the bow to maintain his position, was engulfed Redcar East Division in water.

Around 50ft from shore, Robinson touched bottom with the paddle. Crew member Barry Wheater volunteered to swim ashore with a line tied around his waist. On reaching shore he made fast the line. The lifeboat was manoeuvred closer to shore. The engines were stopped and tilted clear to avoid damage from the rocks.

Crew member Robinson went ashore with the stern line to assist Wheater and to help prevent the lifeboat being drawn seaward. The seas lifted the lifeboat and pounded her against the rocks. At 1340, with Reeves on the anchor warp and Wheater and Robinson ashore, Hodge assisted the two survivors, Mr and Mrs Darling, and their dog Monty into the lifeboat.

They were fitted with lifejackets and wrapped in foil blankets.

The crewmen ashore returned, the stern line was cut and the lifeboat was hauled, still grounding heavily, clear into deeper water. The engines were lowered and started, the anchor rope was cut, and the lifeboat was driven out through the surf.

At 1345, an RAF helicopter arrived on scene from Boulmer but, not being required, left the area. Hodge set a course back to station and beached the lifeboat on the sand. The survivors were landed at 1403.

In his official report, deputy inspector of lifeboats for the East, Tim Harrison, wrote that: 'Hodge showed great leadership in quickly assessing the danger...courageously taking the lifeboat into heavy breaking seas... a truly excellent service and a great team effort which resulted in the crew coolly and professionally saving the casualties'.

Crew members Derek Robinson, Barry Wheater and Mark Reeves have been awarded the Thanks of the Institution inscribed on Vellum.The Thanks of the Institution inscribed on Vellum has been awarded to Paul Gilson, helmsman of the Southend lifeboat, following the rescue of two people from the yacht First Knight in appalling weather conditions.

At 1351 on 23 August the station's Atlantic 21 lifeboat Percy Garon JJ launched with Paul Gilson at the helm to the aid of a 25ft yacht in difficulty, her rudder having broken off in rough seas. The crew - Clifton Warry and Duncan Clark - were chosen especially because of their extensive experience aboard racing yachts.

Meanwhile, in support, Walton and Frinton's Solent class relief lifeboat Lady MacRobert slipped her moorings a 11355 under the command of Coxswain Robert Kemp.

The wind, gusting to 50 knots, was a south-westerly Force 7/8 with rough seas and heavy rain squalls as the Atlantic 21 made her way towards the yacht 19 miles ENE of Southend Pier. At 1440, Southend lifeboat located the casualty, which was an-chored but moving violently in the rough seas, snubbing sharply as she swung about on the anchor warp.

With caution, the helmsman drove the lifeboat hard alongside the yacht's port side to allow crew member Warry to climb aboard.

Seasickness and exhaustion Warry found the two occupants suffering" from seasickness and the skipper reluctant to leave the yacht.

But it was too rough for the Atlantic 21 to tow the yacht safely, and the female occupant was su ffering badly from exhaustion and seasickness.

Warry checked the yacht's anchor warp and secured and closed up the vessel. As she was moving violently, the helmsman had to approach her four or five times before it was safe to take off the survivors and crew member Warry- Course was set for Burnham-on-Crouch.

At 1535 the casual ties were safely transferred to Walton's all-weather lifeboat, which had arranged to rendezvous with the Atlantic 21.

After discussions, the coxswainRobert Kemp then agreed to tow First Knight to Brightlingsea and helmsman Gilson agreed to assist with the securing of the towline.

With two coir fenders from the Walton lifeboat streamed astern from the yacht, a towline was passedfrom the all-wea ther lifeboat using the Atlantic 21 and the tow began.

The return passage to Southend began at 1612. At the same time, violent motion on the Walton lifeboat caused a crew member to crush his fingers in the wheelhouse door.

With the lifeboat likely to be at sea for another two hours, a helicopter airlifted the man to hospital where he was treated for severe bruising.

After an arduous return passage, the Atlantic 21 arrived at Southend Pier soon after 2000 and was ready for service again at 2030. Walton and Frinton's lifeboat was ready for service at 2052.

For 'their support, seamanship and skill throughout' crew members Clifton Warry and Duncan Clark have been awarded framed Letters of Thanks signed by RNLI Chairman Michael Vernon.On service in thick fog without radar A service to a yacht, unsure of its position in very dense fog and running low on fuel off Arran was conducted by the Campeltown lifeboat, with support from the Arran inshore lifeboat, in poor visibility, at night and without the use of radar.

At 2145 on 6 July 1991, the yacht Ra was reported to be unsure of her position and low on fuel in the area off the Iron Rock Ledges on the southwest corner of Arran. Due to the poor visibility and theyacht's low fuel state it was decided to launch the lifeboat.

Campbeltown's Arun class lifeboat Walter and Margaret Couper slipped from her pontoon mooring on service at 2325. The weather in Campbeltown Loch was calm withvery thick fog and visibility restricted to under a boat's length.

The lifeboat's radar had been removed for repair so the acting coxswain John Stewart steered her from the upper steering position and the acting second coxswain Robert Galbraith navigated from the wheelhouse.

The crew, except one, kept a sharp lookout on deck. Navigation, which was extremely difficult, was effected by use of the lifeboat's echo sounder and Decca Navigator.

Speed increased towards the Iron Ledges Buoy and a general broadcast was given that the lifeboat was proceeding at speed without radar.

However, the Decca Navigator was giving problems - it would not remain locked on and needed frequent resetting. With the fog lifting slowly to about 1,000m, the echo sounder was continously monitored.

At about 0020 the lifeboat reached the Iron Ledges Buoy and radio contact was made with the casualty, which was in an easterly direction.

The two yachtsmen aboard stated their intention to continue passage to Troon but in the circumstances the coastguard requested the casualty be towed to shelter at Lamlash.

At 0040, Campbeltown lifeboat manoeuvred alongside Ra and acting assistant mechanic David Cox boarded to find the yachtsman exhausted, somewhat confused and intent on continuing their passage.

He persuaded them to accept a tow.

The tow began at 0045 and, at the coastguard's suggestion, was taken over byArran's C class lifeboat Prince ofArran at 0210, accompanied by the Campbeltown lifeboat.

With the tow's progress now safe, the latter returned to station, berthing at 0330. The casualty was safely moored at Lamlash at 0340 and the C class was ready for service at 0355.

The Campbeltown acting coxswain John Stewart has been sent a Letter of Thanks from the Chairman.Not only, but also...

Following our report 'Search for missing vessel locates wreck' in the Spring 1992 issue of the search for the fishing vessel Sincerely lifeboats from Scarborough, Filey and Whitby, the journal has since received information of the part played by the Flamborough Oakley class lifeboat The Will and Fanny Kirby.

Sincere, with two persons on board, had failed to return to harbour on 28 October. At 2230, Flamborough lifeboat was launched to 'assist Filey, Scarborough and Whitby lifeboats in the search for the overdue trawler'. Unfortunately, nothing was found.

After returning to station at 0240 the next day for re-fuelling, the lifeboat relaunched at 0630 to continue her search 'parallel to land from Flamborough Head to Filey Brig', and then 'close inshore from Filey to Hayburn Wyke'.

Flamborough lifeboat returned to station at 1424 that day. Sadly, the two persons were not recovered.Four rescued as canoes capsize Arran's inshore lifeboat C521 Prince of Arran rescued four people and recovered two canoes on 2 February following a call for assistance from Clyde Coastguard.

At 1145, the coastguard reported that three canoes had capsized in rough seas in Brodick Bay three miles north of the station and that a fourth person was paddling to assist.

The lifeboat was launched eight minutes later with Nigel Marshall at the helm, the crew just having finished changing the engine following mechanical problems during an earlier exercise. The wind was a southwesterly Force 6 and the sea was choppy with a swell of some 3-5ft.

On reaching the search area at 1205, the lifeboat crew found two abandoned and drifting canoes. They also found one female, who confirmed that an adult male and two boys were still missing.

The lifeboat crew continued the search, at the same time treating the first survivor for exposure and summoning an ambulance to Brodick Pier.

The three survivors were eventually found and brought ashore to Brodick Pier where it was found that the ambulance had not yet arrived. A car was commandeered to take the survivors to hospital in Lamlash. One of the young boys was severely hypothermic and was kept in overnight, while the other three were released later in the day.

On returning to the scene of the search, the lifeboat recovered two canoes and brought them ashore. The other canoes had drifted and were reported as missing to the coastguard.

The lifeboat left the area at 1245 and was ready for service again at 1340.

Chief of operations Commodore George Cooper has written to congratulate helmsman Marshall and his three crew 'on a fine service, especially from the first aid aspect.'Bronze Medal Salcombe South West Division Salcombe 1,200-TON COASTER TOWED TO SAFETY IN ROUGH SEAS AND NEAR GALE Tyne class holds coaster from rocks The Bronze Medal has been awarded to the Salcombe coxswain/ mechanic Frank Smith for a service to the coaster Janet C, which prevented the vessel running aground in rough seas and a near gale in the early hours of 8 January 1992. At one stage, the casualty was within half-a-mile of running aground.

At 0120 on Wednesday 8 January 1992, Brixham coastguard requested Salcombe lifeboat deputy launching authority to stand by as the 1,200-ton coaster Janet C, carrying 1,300 tons of cargo, was disabled just over two miles SE of Start Point with total power failure. Attempts were being made to contact a tug, but without success.

Fifteen minutes later it was decided to launch the lifeboat. Officially off-duty, having arranged to visit the London Boat Show, the coxswain/ mechanic Frank Smith took the helm while staff coxswain John Marjoram, there to deputise in Smith's absence, was officially in command.

Also on board were a film cameraman and sound recordist already commissioned to make a programme about the station for Central TV.

Full speed At 0148, Salcombe's Tyne class lifeboat Baltic Exchange II slipped her moorings and proceeded at full speed.

Visibility was good, the weather was cloudy with squally showers, the wind was gusting Force 5-6 and there was a choppy sea with a 3ft swell.

232 The lifeboat arrived on scene at 0230 to find the coaster drifting relentlessly towards Start Point. The sea was rough, with the wind SSW 7, gusting 8-9.

After several attempts to transfer a line between the coaster and lifeboat, the tow was connected. Meanwhile, Smith had placed the lifeboat under the coaster's bow and maintained station by use of helm and throttles.

By 0246, the Janet C was now only five cables (half a nautical mile) off Start Point and the rate of drift was increasing. Coxswain Smith knew that, with Blackstone Rock and Cherrick Rock only two-and-a-half cables off Start Point, the holding action of the 24-ton Tyne would be vital in preventing the coaster running onto the rocks.

At 0315, the fishing vessel Harm Johannes arrived and prepared to pass another line. Thirty minutes after the lifeboat had established the tow, Janet C had been pulled away to 9 cables from Start Point. At 0345 the trawler tried to fire another line to the coaster but, failing, pulled away.

The tow was continued while waiting for the tug, estimated to arrive at 0505. At 0440, with the Janet C now one-and-a-half miles off Start Point, the line parted. The crew quickly hauled in the rope and reconnected the tow, all within 15 minutes.

At 0520, the tug Anglican Lady arrived to take over the tow, and Salcombe lifeboat stood by until the tow was well secured, leaving the area at 0603 and arriving back on station at 0730.

For their part in the service, staff coxswain John Marjoram has been sent a Letter of Thanks from the RNLI Chairman; the deputy second coxswain Raymond Rowe, the assistant mechanic Roger Evans and crew members David Penwill, Jonathan Clift, Brian Carter and Colin Power received Medal service certificates.NEAR COLLISION WITH FERRY - WINDS OVER 70 KNOTS Lifeboat tows yacht to safety of Dunkirk The Dover coxswain /assistant mechanic Anthony Hawkins and crew members David Pascall and Rodney Goldsack have been a warded the Thanks of the Institution inscribed on Vellum following an eight-hour night service on 2/3 November 1991 in extreme weather conditions.

Three yachtsmen and their craft were saved.

At 1824, Dover's Thames class lifeboat Rotary Service was launched to the Belgian yacht Phaedra which was in distress near the Sandettie. The wind was SW Force 9 and the sea was rough with a heavy swell.

At 1852, with a revised casualty position. Coxswain Hawkinsgavean estimated time of arrival of around 1940. The rescue operation, coordinated by French authorities at Gris Nez, also involved the Calais Dover South East Division C j Dovec 'Hawkins saw Sally Sky bearing down rapidly' lifeboat, the P&O ferry Pride of Bruges, the Sally Line ferry Sally Sky and helicopters from France, Belgium ,md RAF Mansion.

Phaedra, a 36ft Bermudan sloop, was sighted at 1944 with another yacht Donita. Three people were on board and three were missing and she was being blown downwind at around 3 knots. The wind was now SW Force 8-9, and it was dark and overcast with rain squalls. The sea was very rough with a heavy swell running at 12-20ft.

At 1946, Coxswain Hawkins decided to take thecasualty in tow, leaving the search for survivors to other vessels for the time being. He brought the port quarter of the lifeboat along-on Ve&u side that of the yacht and at 1952, crew member David Pascall went aboard Phaedra with first aid equipment and a radio.

One of the three survivorsonboard had suffered a broken clavicleand wrist, a diabetic woman was very poorly and a 12-year-old boy was shaken but well.

To assist Pascall, it was decided to transfer crew member Rodney Goldsack aboard the yacht. Working in the lee provided by the ferry Sally Sky, the lifeboat ran down the starboard side of the yacht and Goldsack leapt aboard.

The lifeboat was now ahead of the yacht and a heaving line attached to a towline was thrown to Pascall, who hauled on the line. Coxswain Hawkins then saw Sally Sky bearing down rapidly. He drove the lifeboat astern, dragging the yacht clear of the ferry by a matter of feet.

Thanks to his actions and Pascall's forethought in slacking away on the heaving line, a collision was avoided.

Although the towline was then washed under the lifeboat and cut by rope cutters protecting the propellers, it was passed again and secured.

Coxswain Hawkins decided to tow the yacht to Dunkirk West at 2034. Pascall stayed aboard Phaedra to steer her while Goldsack attended to the survivors.

Sea conditions made the passage rough and the woman was slipping into a diabetic coma. At 2345 in Dunkirk Harbour the casualties were transferred to a waiting ambulance.

Return passage As the lifeboat was about to return to sea to help search for the missing persons at 0003, the search was calledoff. Coxswain Hawkins elected to proceed anyway in case the lifeboat was needed on the English side.

With the wind speed off Dover reported as SW 63 knots, gusting lo over 70 knots, the lifeboat left harbour at 0025 and was back at her berth in Dover Docks by 0246.

Of the three yachtsman lost overboard, one was picked up by the yacht Donita and has since recovered, but the other two have not been found.

For their valuable support throughout the service. Vellum service certificates were awarded to the second coxswain/mechanic Dennis Bailey and crew members Michael Abbott, Geoffrey Buckland, Stephen Pascall and Michael Gimber.Invergordon lifeboat in drilling rig rescue The White Rose of Yorkshire, Invergordon's Waveney class lifeboat, was involved in the rescue of two survivors who fell from a semi-submersible exploration drilling rig on 31 January 1992 in calm conditions.

The eight crew and local doctor have been congratulated for their part in the short but intensely active service in a Letter of Appreciation from the chief of operations.

Under the command of Coxswain David Lipp, the lifeboat was launched at 1735 with Dr Shirley Carragher on board in response to a distress call from a drilling rig that was being anchored in theCromarty Firth.

With two Mearsk anchor-handling vessels in attendance, two men had tried to launch their man-overboard launch (MOD by lowering it from the falls. However, during the operation, the MOL, with the men on board, had fallen 120ft into the water.

Eight minutes after launching, the lifeboat arrived at thescene. The MOL was located alongside a local workboat, the Tern, which itself was alongside the Mearsk Shipper, one of the anchor-handling vessels.

The lifeboat manoeuvred alongside the MOL and made fast. At this point, the MOL was making water so the lifeboat crew deployed theeductor 234 'The launch had fallen 120ft into the water' and pump. It was later found that the MOL's keel was seriously ruptured.

The crew used both search lights and a hand-held light to illuminate the scene, the latter proving particularly useful while Dr Carragher examined and administered painkillers to a survivor, who was lying trapped between the MOL's engine casing and its starboard side.

Because of lack of space, the lifeboa t crew could not slide the stretcher under the survivor, who had suffered broken arms, legs and pelvis. Instead, the metal tubing which encased him had to be cut away and ropes passed underneath to lift him.

After much difficulty, he was extricated from his position and lifted using the ropes onto the stretcher.

The survivor was in great pain, and it was learned later that one of his legs had been broken in five places.The other survivor was in the Tern's wheelhouse and reluctant to move, having suffered broken limbs.

With the first survivor in the aftercabin attended to by crew and the doctor, the lifeboat made best speed to shore. The second survivor was stretchered ashore from the Tern.

Both were taken to hospital.

The lifeboat returned to the scene of the incident once more to recover ropes from the MOL and to wait until the launch had been secured toa crane on board the Mearsk Shipper. She then returned to station at 1855 and was ready for service again at 1930.

All eight crew and thedoctor were fully employed during the two-hour service. In his letter, chief of operations Commodore George Cooper wrote, 'I would like to congratulate you all on a well co-ordinated service conducted in a professional manner'..