LONG TOW IN HAZARDOUS CONDITIONS Eleven men and fishing vessel saved In winds gusting to 90 knotsA difficult service in winds up to almost 90 knots earned coxswain / mechanic Hewitt Clark of the Lerwick lifeboat a Bronze Medal, recognising his leadership, seamanship and boat handling ability which were put to a severe test during the ten-hour service.It was at 2250 on Sunday 17 January 1993 that Shetland MRSC first informed the station honorary secretary that the MFV Ardency had broken down 16 miles ESE of Bard Head. She was taking water and her pumps were not working.

Less than 15 minutes later Lerwick's Arun class lifeboat Soldian left her mooring and proceeded at full speed.

The wind was from the west at about 50 knots, creating a very rough sea with a swell about 6ft high within Bressay Sound, and very heavy rain reduced visibility to less than a mile.

Increasing After ten minutes the lifeboat cleared Bard Head and a course was set for the casualty. The coxswain was able to maintain full speed in seas that were increasing in size with each mile as the lifeboat left the lee of the land.

Just after midnight the lifeboat was able to speak with the casualty on VHP and learned that the SAR helicopter from Sumburgh was on her way. Arriving on scene at 0008 she was unable to lower salvage pumps due to the severe motion of the casualty and stood off to await the arrival of the lifeboat.

Until a towline could be made fast the casualty was doomed. The SAR helicopter could not transfer the salvage pumps until then, and with no power Ardency was sinking.

At 0012 the lifeboat sighted the casualty, lying with her bows downwind shipping seas overall and rolling so violently that her keel could be seen.

The wind was now gusting to Force 14 (89 knots) and the air was full of spindrift.

The coxswain manoeuvred the lifeboat into a position off the casualty's bow and, at the second attempt, a heaving line was passed.

The lifeboat crew hauled across 60m of heavy nylon line which was attached to a bridle at the casualty's bow. The lifeboat then steamed into the wind as the rope was paid out and at 0040 the coxswain slowly brought the casualty up into the wind.

Still the helicopter could not get close enough to the casualty to transfer the salvage pumps, so the coxswain towed Ardency with the wind on her port bow and the pumps were eventually lowered aboard.

The lifeboat now started to tow very slowly on a course for Bard Head, just fast enough to make headway. The coxswain had continuously to adjust engine speed to meet the seas but an average speed of 2 knots was achieved. For five hours the lifeboat made headway towards some lee from the land and by 0530 the lifeboat and her tow were just over four miles from Bard Head, with the casualty being pumped out and gaining freeboard.

However at 0535 the towline parted, andthe crews of the lifeboat and the casualty had to make tremendous physical efforts to recover the towline and then set it up again - a task which took three-quarters of an hour - with the lifeboat crew continually swept by breaking seas as they worked on the afterdeck.

Repairs When the towline parted the engineer on Ardency (of whom the coxswain spoke highly) had enough time to carry out major repairs and succeeded in clearing the water from the crankcase. At 0635, fifteen minutes after the tow had been reconnected, the engine coughed into life, although the coxswain left the towline in place as the MFV made slow progress to safety.

At 1718 the lifeboat and casualty passed Bard Head and made their way slowly into Lerwick harbour. By 0818 the casualty was made fast in Lerwick and by 0845 the lifeboat was refuelled and ready for service again.

For their part in the service medal service certificates were awarded to second coxswain/assistant mechanic Peter Thomson, crew members John Fraser, Ian Tulloch, Robert Wiseman and Robert Simson.SERVICE AT THE VERY LIMITS OF WEATHER FOR D CLASS D Class rescues man in shallow water and heavy breaking seasJohn Pearson, helmsman of Whitby's D class inshore lifeboat, has been awarded the RNLI's Bronze Medal for his seamanship and bravery following a service in conditions at the very limit for a D class.Helmsman Pearson and his crew took breaking on the Whitby their D class inflatable into rough, continuously breaking seas up to 12ft high and shallow water in a display of superb seamanship.

At 1130 on Saturday 20 February 1993 Humber Coastguard asked Whitby lifeboat station to provide assistance to two 6m rigid inflatable boats (RIBs) - one of which had capsized - to the east of the harbour.

One of the RIBs, with two crew aboard, had been struck by a heavy sea which knocked the crew off their feet. The motor cut-out key had been fastened to one of them and the engine cut as intended, however the key had then been lost, leaving the boat without power.

Overturned The next wave overturned the boat and threw both men into the water. The second RIB picked up one of them, but a large breaking sea washed the second man out of reach and nearly overturned her. The helmsman did not feel he could operate safely in the conditions and ran into Whitby for help.

Whitby's Tyne class lifeboat City of Sheffield proceeded on service, followed two minutes later by the D class inflatable.

The inshore lifeboat was not officially 'on service' as she had not been tested for the season and did not have her radio installed.

However coxswain Thomson realised that the casualty was likely to be swept onto rocks that he could not reach with the all-weather lifeboat and had asked for volunteers to man the D class.

The slipway winch was not operative but the D class was let go from the top and launched successfully.

Clearing the harbour entrance the allweather lifeboat waved for the inflatable to stay astern as she turned to starboard and reduced speed to enter the shallow area known as the Whitby Rocks.

The NW wind gave only a moderate sea, but a heavy northerly swell was Rocks, producing breaking seas 8ft to 12ft high.

At first nothing could be seen, but then a head was spotted in the turbulent, breaking seas. As the Tyne crept in towards the land, with the seas breaking over her stern, coxswain Thomson realised that with the echo sounder now showing just 3ft in the troughs he could go no closer and waved the inflatable in.

As the inflatable headed inshore at full speed, down and slightly across the breaking seas her crew saw a head in the water about 100 yards away.

Breaking The breaking seas meant that it was impossible to reach the survivor while heading down-sea so the D class went past him and carried out a 'snatch turn' on the back of a sea to return for a headto- sea approach.

On the first attempt a large breaking sea swept the bow of the lifeboat away, and she had to repeat the manoeuvre to make another head-to-sea approach.

This time, at about 1150, the survivor was brought alongside and quickly hauled aboard - as the inflatable could not be stopped in the conditions.

Keeping the weight towards the bow to avoid a bow-over-stern capsize the D class was taken straight out into the seas, the height increasing to 12ft as the swells drove onto the shallow rocks. The lifeboat left the water completely on several occasions, crashing heavily into the following trough.

The crew of the all-weather lifeboat had seen the survivor recovered. However, the seas appeared to the coxswain to have increased and he felt that they were too much for the inshore lifeboat. Edging closer to the shore the crew prepared heaving lines in case the D class was overturned.

Eventually the inflatable reached theTyne, and both boats headed north to clear the shallow area. Once clear of the heavy breaking seas the survivor, who was shocked and cold, was transferred to the Tyne.

Both lifeboats returned to Whitby Harbour where the casualty was transferred into a waiting ambulance at 1211.

The crew members aboard the inflatable, Ronald Goodberry and Nicholas Bentley, have been awarded the Thanks of the Institution on Vellum.CREW MEMBER MAKES HAZARDOUS DESCENT Survivor from wrecked speedboat rescued from base of 35ft cliffLough Swilly lifeboat crew members Bernard Devlin and Mark Porter have been awarded the Thanks of the Royal National Lifeboat Institution inscribed on Vellum following the rescue of a survivor from a speedboat on 24/25 August 1992 - although neither were aboard the lifeboat at the time.

In his official report of the service Peter Bradley, divisional inspector of lifeboats for Ireland, wrote: The station as a whole are commended for their joint efforts in progressing the service. Every crew member and helper turned-to on the night'.For their part in the service, crew memberGeorgeO'Haganand helmsman of the rigid inflatable Frank O' Hagan were awarded framed letters of thanks signed by the RNLI chairman Michael Vernon, and vellum service certificates were awarded to crew members Sean Smith, Bridgita Kelly, Aidan McLaughlin and Mark Barnett.

At 2200 on 24 August 1992, helmsman George O'Hagan learned that a speedboat with two people aboard was overdue.

It was agreed to wait a further ten minutes, but at 2210 it was decided to activate the pagers, and just six minutes later the D class lifeboat was launched with George O'Hagan at the helm and Sean Smith, Aidan McLaughlin and Bridgita Kelly as crew. Visibility was poor, and it was overcast with continuous light rain, a Force 3 wind and a short choppy sea.

The lifeboat searched the shoreline for six miles in one direction, and then in theother before returning for more flares and relaunching at 2330.

The honorary secretary was aware that the lifeboat was operating in darkness (beyond her normal limits) and so he called on the assistance of Frank O'Hagan, who launched his own rigid inflatable at 2330 with lifeboatmen Bernard Devlin and Mark Barnett as crew.

Other crew members had been despatched to search from the shore, and at 2359 they found one of the missing men, who directed them to a place just south of Dunree Head.

The speedboat could be seen crashing against rocks, and the second survivorwas stranded 35ft below, in distress and in danger of being swept away. The lifeboat and rigid inflatable were alerted and made all speed to the scene.

Despite the risk of slipping in the dark, crew member Mark Porter climbed down to the survivor and found him to be suffering from shock and hypothermia and quite unable to climb the cliff.

Both boats arrived at 0040, and Bernard Devlin volunteered to enter the water to assist Porter and the survivor.

The wind had increased to Force 6 with 4ft breaking seas, and the rain was heavy.

Devlin transferred to the lifeboat and helmsman George O'Hagan skilfully brought his boat to within 15ft of the rocks. Devlin swam to shore with a line and first the survivor and then Porter were recovered by 0115.

The lifeboat and rigid inflatable then returned to the station, reaching it at 0215, when both survivors were treated for shock and hypothermia.

The lifeboat was refuelled and ready for service once more at 0235.

• This is the first time that an award-winning RNLI service has been carried out by a crew including a lifeboat woman.The St Mary's (Isle of Scilly) lifeboat Robert Edgar pictured while standing by the Cuban-registered refrigerated carrier Gran Piedra off St Agnes on Sunday 16 May 1993.The size of the seas and the severity of the weather can clearly be seen.

The 3,500-ton vessel had lost power in a southerly Force 8/9 Gale and drifted to within a mile and a half of the shore before her anchors held. The lifeboat had offered to try to tow the vessel until a tug arrived, but this had not been necessary. Gran Piedra's crew had been airlifted to safety and a tug eventually pulled her to safety. The lifeboat stood-by until all the crew were safe and the tow had been established.

Robert Edgar had been launched at 1525 and did not return to her station until 0150 the next morning after more than 10 hours at sea in very rough conditions.

Photo: West of England Photo NewsLOCAL KNOWLEDGE ESSENTIAL IN ARDUOUS SERVICE Multiple casualties for Atlantic 21 in winds up to Force 10 An arduous service by the West Mersea Atlantic 21 lifeboat, carried out in very rough conditions with the crew using their initiative and local knowledge to assist a large number of casualties, has led to helmsman John Frost and crew members Matthew and Javis Wenlock receiving framed letters of thanks from the Institution's chairman, Michael Vernon.At 1155 on Bank Holiday Sunday, 30 August 1992 crew members John Frost, Matthew Haward and Javis Wenlock were near the lifeboat station listening to VHP radio communication between Thames Coastguard and the Bradwell sector officer. This indicated that a number of small boats could be overcome by weather conditions near Osea Island, in the estuary of the River Blackwater.

They telephoned the honorary secretary who authorised the launch of the station's Atlantic 21 Himley Hall to go to Osea Island, investigate and give assistance if required.

Difficult The wind was SW Force 8, gusting to Force 10 which was creating very difficult conditions as the wind was against the River Blackwater's strong tide. The lifeboat was launched with helmsman John Frost in command accompanied by crew members Matthew Haward and Javis Wenlock.

Best speed was made from West Mersea into the River Blackwater, where conditions were found to be very difficult with a very short steep sea, blinding spray and visibility further reduced by dust blowing off fields to the side of the river.

The six miles took approximately 15 minutes, and by this time the Bradwell sector officer had asked that they go to Osea Pier on the south side of the island where a 32ft motor boat was reported to be in difficulty with an elderly man aboard. His son was ashore with their dinghy and it was considered too dangerous for him to venture out to the boat to collect his father.

Helmsman Frost took the lifeboat to the jetty and picked up the son, and then put crew member Wenlock aboard the motor boat, to secure her and transfer the man to the lifeboat. The casualty vessel was rolling very heavily in the rough conditions and the Atlantic 21 suffered "The wind was SW Force 8 gusting to Force 10 creating very difficult conditions as the wind was against the tide' damage to her navigation light. The two people were then taken to the Marconi Sailing Club, nearby on the opposite side of the river.

The lifeboat was then asked by the Coastguard to check numerous other small craft anchored in the area.

At 1309 the yacht Soloist with five people aboard was taken to the safety of a mooring on the windward side of the river, and her crew also transferred to safety ashore at Marconi SC.

Treatment At 1347 they approached the 35ft yacht Ruskina which was anchored near Osea Pier and had radioed a request for assistance - as all four people aboard were suffering from seasickness and one needed medical treatment. Crew member Haward boarded the yacht and raised her anchor and then helped the skipper to manoeuvre her to moorings off Stone Point, some two miles to the west. During the passage Haward examined the injured female and advised the Coastguard that an ambulance might be needed.

With assistance from the Atlantic 21, the yacht was put on a mooring, but before they could transfer the crew the lifeboat received another call - to a boardsailor a mile west of their position.

The injured person volunteered to stay aboard the yacht and the lifeboat went to the boardsailor, advising him to make his way ashore as he was not in need of assistance.

While with the boardsailor the lifeboat was asked to attend another yacht west of Osea pier with two elderly people aboard.The yacht had fouled her keel on her anchor warp and ere w members Wenlock and Haward boarded her to help. With Wenlock slacking out the warp Haward used the engine to manoeuvre her and clear the fouled warp. This yacht was then taken to a mooring off Marconi, secured and the two people taken ashore by the lifeboat.

The lifeboat then returned to Ruskina to transfer the four crew, but during the passage the casualty lost consciousness and was immediately transferred to the ambulance which had remained at Marconi Pier.

Ashore A further sweep of the moorings between Osea Pier and Stone Point discovered five people and their dog aboard a yacht who asked to be taken ashore, and they were duly landed at Marconi Pier at 1430.

Having carried out these evacuations in very difficult conditions the lifeboat crew left Osea to return to West Mersea, but on the way they heard that a motor cruiser had been reported in difficulties in Mersea Quarters, not far from their location. The lifeboat found the motor cruiser very quickly, the skipper having lost control of the vessel in the adverse conditions. She was helped to a mooring at Stone where the four people aboard were taken ashore by the lifeboat.

The lifeboat then returned to West Mersea, helping another small boat to her mooring near West Mersea lifeboat station before taking the crew ashore to the lifeboat station.

The lifeboat was rehoused at 1554, her crew exhausted after a four-hour service in severe weather.Hartlepool lifeboat Wa veney class 44-018 The Scout - double capsize Hartlepool lifeboat launched at 1529 and was on scene at 1552 after a seven mile passage, maintaining her position, head-to-sea, some half-a-mile to seaward of the casualty.

The lifeboat was under the command of Coxswain Eric Reeve with mechanic Ian Gilbraith, assistant mechanic Thomas Price and crew members Ian and Robert Maiden (brothers),Gary Jamieson, Richard Dougherty and Peter Lamb aboard.

In addition to the continuous 25ft waves there were also larger seas estimated to be between 30ft and 45ft high. Assistant mechanic Price was at the helm with Coxswain Reeve standing astern and slightly to starboard of the coxswain's seat. A mesh safety guard was rigged across part of the aft end of the open wheelhouse.

At about 1815 one of the larger 30ft-40ft ••IMS was stvii oil the starboard bow and The Scout began to climb its curling face. There was broken water at the crest, and just before reaching it she was knocked down heavily to port, falling into the trough. The lifeboat capsized very quickly to port, and came upright starboard side first. Just as the coxswain saw daylight through the wheelhouse windows she was capsized to port a second time, but again righted herself quickly.

Crew member Jamieson was secured by his safety line and stayed in approximately the same position throughout both capsizes. Coxswain Reeve held onto the safety guard until the force of water washed him off, and he ended up against the guardrail stanchions on the port side.

Crew member Ian Maiden was lifted from beside the radar onto the coxswain's seat, hitting his head on the deckhead, before grabbing the safety net and being washed off onto the deck against the guardrail stanchions on the port side.

When Ian Maiden struck the coxswain's chair, he knocked helmsman Price out of his seat onto the deck to port, where he remainedduring the second capsize.

During the first capsize crew member Dougherty had been standing on the port side of the wheelhouse and recalls something hitting him (probably crew member Ian Maiden) and then being washed onto the port side of the deck before being dragged back into the wheelhouse by assistant mechanic Price.

Crew member Lamb had gone below and as the lifeboat capsized he was caught in midair when about to sit at the chart table. He braced himself against the deckhead with his feet and was struck on the back of his head causing lacerations which needed stitches.

Mechanic Gilbraith had been on the port side forward of the wheelhouse and ended up virtually in the same position after the second capsize.

Crew member Robert Maiden had undipped his safety line to make his way the few feet to the wheelhouse for greater protection at the moment The Scout capsized. He was washed out and clung onto the towing post until swept head-over-heels overboard to port.

He recalls surfacing some 70m from the lifeboat being bowled along in broken water. He inflated his lifejacket, activated its light and closed the cuff adjustments on his protective clothing and noted the time as 1828. He managed to get his back to the seas and pull his hood over his face to protect it from spray.

Robert Maiden then remembers seeing The Scout steam past some 20m away; the helicopter starting a search pattern; Hartlepool life-boat's liferaft being illuminated by the helicopter; and then spotting it heading directly for him with the helicopter crew man being winched down. He was cold and noticing some stiffness and numbness in his arms but felt he would have been able to survive for a longer period in the water.

By his watch it was 1905 when he was airlifted to the seafront and taken to hospital for treatment to a broken thumb. He was discharged and back home by 2200.

Aboard The Scout Coxswain Reeve had brought the lifeboat on to a northerly course into the weather, at slow speed, while a head count was made revealing that Robert Maiden was missing.

The crew saw a light some 20m astern and two attempts were made to get alongside before it was realised it was the lifeboat's light and buoy which had been washed overboard and not Robert Maiden's lifejacket light.

Three white parachute flares were set off in an abortive search for Robert, but when it was realised that the VHP was not functioning a red flare was fired and another attempt made to use the VHP using the emergency aerial.

The portable VHP was then used, and Ian Maiden transmitted a Mayday at 1835.

The pumps were started to empty water from the engine room bilge, and at this point the lifeboat fell off another large sea, dropping some 20ft into the trough. The MF radio was tried without success as the aerial had been sheared off.

Ian Maiden used the portable VHFdirectly to the helicopter to say that Robert Maiden had been swept overboard and Teesmouth lifeboat asked the helicopter to locate and hover over The Scout, so that she could go to assist.

At 1858 Ian Maiden again contacted the helicopter on the portable VHP, but the aircraft was winching at that moment - immediately afterwards confirming that Robert Maiden had been winched to safety. Following this message Coxswain Reeve, led by Teesmouth lifeboat, took The Scout into the safety of the river where she was secured in Teesdock at 2000.

The injuries to the crew were: Robert Maiden - broken thumb; Gary Jamieson - bruised fingers, shock; Peter Lamb - laceration to back of head.

The lifeboat suffered damage to the mast and communications aerials, the towing warp reel,some wheelhouseelectronics, a deck locker and denting and stress cracks in the superstructure but was structurally intact, watertight and seaworthy. Minor modifications havebeen recommended but in general it is felt the lifeboat survived the service with flying colours..