VERY LITTLE SEAROOM AND FUEL OIL ON THE DECKS Two services in eight days to factory ships - 40 men saved The joint second coxswain of the Lerwick lifeboat, William Clark, has achieved the rare distinction of being awarded the RNLI's Bronze Medal and also the Thanks of the Institution Inscribed on Vellum following two services in a period of eight days during November 1993 - both to Russian factory ships.The first service, in the early hours of 9 November 1993, earned William Clark his Thanks on Vellum when the Lerwick lifeboat Soldian was launched to the Latvian trawler Lunhods I, ashore on rocks near Kirkabister Light. Three survivors were snatched to safety from a liferaft just minutes before it would have been driven ashore onto rocks.

The Bronze Medal followed Soldian's service to the factory trawler Borodinskoye Polye on the night of 17/18 November.

The casualty was ashore on Unicorn reef with 73 people aboard, and despite fuel oil pouring on to the lifeboat's decks William Clark approached the casualty 35 times to rescued 37 people.

Vellum Service Certificates have been awarded to joint second coxswain/assistant mechanic Peter Thomson and crew members Dennis Geldard, Robert Wiseman, Richard Simpson, Iain Tulloch and Ian Eraser for their involvement in the first service. Peter Thomson and crew members Robert Wiseman, Richard Simpson, Theodore Nicholson and Ian Eraser have been awarded the Thanks of the Institution on Vellum for their involvement in the second.

Right decisions In his official report John Caldwell, the inspector of lifeboats for Scotland, saidi'Joint second coxswain William Clark made all the right decisions in extremely difficult conditions on both rescues' The Vellum-winning service began at 0230 on 9 November 1993, when Shetland coastguard received reports that the Latvian registered factory trawler Lunohods 1 had run ashore on rocks south of Kirkabister Light at the entrance to Bressay Sound.Ten minutes later Lerwick's Arun class lifeboat Soldian cast off under the command of joint second coxswain Peter Thomson, but because of the weather and the nature of the service he decided to cross Lerwick Harbour and collect joint second coxswain William Clark from the Maryfield Ferry Terminal on Bressay. Five minutes later the lifeboat left the terminal with William Clark in command.

A southerly Severe Gale Force 9 was gusting to Storm Force 10, and visibility was reducing to a mile in heavy rain squalls. Not surprisingly the sea was rough with a heavy swell.

The lifeboat reached the factory ship in fifteen minutes to find her aground by the stern and beam-on to seas breaking over her decks. The Lerwick Harbour Trust Vessel Knab had fired a rocket line aboard, but the crew had not pulled it aboard Lunohods 1.

A coastguard helicopter could not get close to the casualty because of severe turbulence from nearby cliffs. There was nothing more that Knab could do, so shecut the rocket line. The Coastguard asked the lifeboat to go alongside the casualty, but joint second coxswain Clark considered it too dangerous in the conditions and so close to the rocks. Just before 0400 the casualty's bows began to swing and sink, leaving the stern firmly aground on the rocks.

Feeling the movement the crew of Lunohods 1 launched their liferafts, but the change in position also enabled the helicopter to move in and begin winching off the survivors.

Liferaft A liferaft containing three men broke away from the casualty and drifted towards the rocks at Lourie's Stane, so the lifeboat moved in to save them. Contact was made on the second attempt, and the men managed to grab the starboard bow as the raft drifted away. Two were quickly pulled aboard, but the third was exhausted and, weighed down by his clothing, began to slip into the sea.

The lifeboat was now only 150m from the shore, and on the edge of white water breaking on the rocks. The crew managed to pass a rope round the shoulders of the third survivor and, with a tremendous effort, brought him aboard. The lifeboat had not dared use her engines for fear of washing the survivor off the bow, but once he was on board she powered away from the rocks.

Meanwhile a second liferaft had been swept away by the seas and wind and became jammed on rocks at Ouloss Geo.

A survivor jumped into the sea and was thrown onto a large rock at the base of the cliffs. Amazingly he was not seriously injured and was lifted to safety by a cliff rescue team.

The helicopter had now winched 25survivors to safety and William Clark moved close in towards the casualty again, reporting that two liferafts alongside the ship were apparently empty.

One of the survivors from the liferaft, now on board the lifeboat, was complaining of chest pains, so it was decided to transfer him to an RAF helicopter from Lossiemouth which had arrived on scene.

The helicopter made several attempts to get into position, without success, so William Clark made the decision to abandon the attempt and return to Lerwick.

Landed HMS Leeds Castle took over stand-by duty and Soldian landed the three survivors at Lerwick at 0520 - crew member Ian Eraser taking Dennis Geldard's place aboard while she was in harbour. The Arun was back on the scene 15 minutes later, by which time the coastguard helicopter had made a second run and airlifted a further 31 survivors to safety.

The two liferafts which had been alongside the casualty had disappeared, and because of language difficulties it was difficult to confirm that everyone had been accounted for. The lifeboat stood by until just before 0700, then sheltered in Lerwick Harbour for an hour on full alert until all casualties were accounted for.

In his report John Caldwell, the inspector of lifeboats for Scotland commented that William Clark's excellent local knowledge, courage and exceptional seamanship made it possible for his crew to recover the three survivors from the liferaft minutes before it would have been driven ashore.

Just eight days later Soldian was once again at sea on service to another factory ship in severe weather. At 2310 on Wednesday 17 November the Kaliningrad-registered factory trawler Borodinskoye Polye went ashore on the Unicorn reef in the northern approaches to Lerwick. The Coastguard requested an immediate launch, and by 2325 the lifeboat was underway in a south-westerly Gale Force 8, occasionally gusting to Storm Force 10. Visibility was very poor and seas up to 16ft high were running near the casualty.Once again joint second coxswain Peter Thomson took the lifeboat from her moorings and collected joint second coxswain Clark from the Maryfield Ferry Terminal before proceeding at full speed towards the casualty.

When Soldian arrived the 3,985 tonne vessel was aground and beam-to the sea, her bows rolling and pitching on the rocks.

The pilot vessels Kebister and Knab were already securing tow lines and a helicopter was preparing to winch survivors to safety. However the Coastguard informed the lifeboat that there were 74 people on board, and asked them to help evacuate survivors.

Just after 2400 the lifeboat began an approach to leeward of the casualty, even though there was very little room between the ship and the shallowest part of the reef. William Clark had to keep the lifeboat so close to the violently rolling casualty that a large fender hanging from the ship struck the Arun, damaging the aerials, guard rails and the Y boat ramp.

Despite the damage the lifeboat continued her approach to a jumping ladder rigged just aft of amidships on the casualty.

The ladder ended some 30ft above the water of the casualty, and the lifeboat was rising and falling up to 20ft in the heavy swell alongside.

Every time the lifeboat's upper steering position came level the Arun was driven in close and the crew plucked one survivor at a time from the ladder. While this difficult manoeuvre was taking place fuel oil was spraying over the deck of the lifeboat from the casualty's ruptured tanks. The deck was extremely slippery and hazardous and all crew members were needed on deck to help the survivors safely to the wheelhouse and forward cabin.

By now the tugs had secured tow lines and were trying to refloat the stricken vessel, but this proved impossible in the conditions and the attempt was abandoned.

Soldian continued to dive alongside and take off survivors one by one, but on one attempt two survivors fell into the sea as she approached. William Clark went hard astern and his quick reactions saved them from being crushed between the two vessels. One survivor made it to the ladder and was hauled aboard the lifeboat while the other was pulled back aboard the casualty.

By 0120, after 35 difficult approaches, the lifeboat had 37 survivors on board, the helicopter had landed 18 and was on its second winching mission. 73 people were accounted for and, after a 20 minute delay, the 74th was discovered to have been transferred to another vessel earlier in the day. With all survivors safe the lifeboat returned to Lerwick, landing the 37 men at 0200.

The damage to the lifeboat included port guard rails, the Y boat ramp, satellite and Decca navigation system aerials and minor damage to the mast, but she was ready for service again by 0230. Temporary repairs were carried out and by 0930 only the Decca was out of action.

In his report the inspector of lifeboats for Scotland remarked that joint second coxswain William Clark had taken the lifeboat alongside the casualty 35 times in just over an hour, even though the lifeboat was damaged on its first approach and there was very little room for manoeuvre.

He also praised the crew for their skill and dexterity in working on the slippery lifeboat deck while being sprayed with fuel and seawater and for coping with 37 survivors.

WORST CONDITIONS EVER EXPERIENCED BY CROMER CREW Three saved from yacht after long tow by Tyne in Storm Force windsCromer lifeboat coxswain Richard Davies has been awarded the RNLI's Bronze Medal following the rescue of five people aboard the 30ft yacht Happy Bear off Cromer, Norfolk on the evening of Wednesday 13 October 1993.

Despite Storm Force winds and the worst sea conditions ever experienced by the Cromer crew, the casualty was taken in tow and boat and crew brought to safety in Great Yarmouth.In his official report Tim Harrison, the deputy inspector of lifeboats for the eastern division said: The launch was the roughest the station had experienced in the 30 years the coxswain had been involved.' For their part in the rescue second coxswain William Davies, mechanic Paul Wegg, crew members Robert Brownsell, Gary Humphrey and Paul Jeffries, and head launcher John Lee will receive bronze medal service certificates.

Scanner During the afternoon of Wednesday 13 October 1993 one of Cromer lifeboat crew's radio scanner picked up a call for help from the 30ft Kingfisher class yacht Happy Bear. He telephoned the coastguard who requested an immediate launch and by 1520 Cromer's 47ft Tyne class lifeboat Ruby and Arthur Reed II was ready to launch with Coxswain Richard Davies in command.

An onshore wind, ENE at 55 knots (Force 10), was creating a sea so rough that it reached up to the lifeboat station doors.

Coxswain Davies had to choose precisely the right moment to give the signal to slip, and even then the lifeboat was completely buried by the seas when she launched and and frequently disappeared from view as she clawed her way seaward.

Contact The lifeboat headed ENE - straight into weather which was so rough that it was some time before it was safe enough for anyone to go on deck to raise the aerials and try to contact the yacht. It proved impossible to run at full speed, and at times the lifeboat became airborne over the waves before crashing heavily into the troughs.

Radio contact was established with the yacht at 1545 when the lifeboat was about three or four miles out and, using the VHF direction finder, the lifeboat altered course to the south east towards her. The sea was now almost on the beam, and with the coxswain at the helm thelifeboat increased to full speed, with the second coxswain manning the throttles and warning of particularly large waves.

Several times the lifeboat had to be squared-up to the appalling sea conditions before resuming her course.

The casualty was spotted at 1557, only about a mile off the lee shore at Trimingham. She was heading south east with only a storm jib set and the engine running - although the gearbox would not engage properly in forward gear. She was in great difficulty and being tossed around violently by heavy breaking seas in the shallow water. The skipper, in foulweather gear and lifejacket, was hanging on as best he could, with his four-man crew below deck.

The wind was still at Gale Force, with poor visibility, a huge breaking sea and astorm-induced south-easterly stream of 3 to 4 knots.

Coxswain Davies considered it dangerous to approach the casualty without causing her serious damage and so he asked the skipper to maintain his course while the lifeboat took up station astern and to windward. The only sheltered harbour within reach on this shallow lee shore was Yarmouth, more than 20 miles away to the south. Heading downwind and downstream the casualty was making 6 to 7 knots over the ground, but by 1657 daylight was fading and her gearbox problem was becoming worse.

As they were now in the relatively deeper water off Bacton, the coxswain decided it was safe and timely for a tow line to be passed. The lifeboat came in on the casualty's weather beam and briefly came up into the sea as the tow line was passed and made fast. At 1707 the Tyne was able to set a course slightly offshore to clear shoals off Happisburgh, and then more to the south towards Great Yarmouth, with the casualty in tow. The conditions during the long tow were very difficult and on one occasion the yacht broached completely, lifeboat and the yacht ending up stern-to-stern. Another large sea broke over the yacht, leaving just her skipper's head visible above the water.

Jumped By 1800 the weather had begun to ease slightly - although it was still gusting to Force 9 with 20ft seas - and the yacht's skipper was worried about taking the casualty into Great Yarmouth. By shortening the tow and going astern the yacht was brought close to leeward of the lifeboat and, in complete darkness, second coxswain William Davies jumped across and took the yacht's helm. At 1857 the lifeboat entered Yarmouth and made fast alongside the Town Quay at 1938.

It was not until Monday 18 October, five days later, that conditions moderated enough for the lifeboat to return to Cromer for rehousing.D class inflatable saves two from lee shore in near gale Helmsman Alan Attrill of Bembridge inshore lifeboat has been accorded the RNLFs Thanks on Vellum following the rescue last August of three people from a yacht aground on Bembridge Ledge in darkness, rough seas and neargale Force 7 winds.Alan Attrill was praised in the official report of the rescue for his 'skill and excellent seamanship' after he had taken the 16ft inflatable lifeboat through breaking seas into shallow rock-strewn water to allow the survivors to scramble aboard the lifeboat. The report of the incident by Colin Williams, deputy inspector of lifeboats for the south division, concluded: This rescue was carried out in very rough conditions on a lee shore in total darkness.

Helmsman Attrill's extensive local knowledge of the Bembridge Ledge rocks allowed the inshore lifeboat to be used to best advantage.' For their part in the rescue, the lifeboat's other two crew members, Geoffrey Attrill and Graeme White are to be presented with Vellum Service Certificates.

During the evening of 11 August 1993 the 30ft yacht Bari with three people aboard was on passage from France to the Eastern Solent when she grounded on the Bembridge Ledge, half-a-mile south of Bembridge lifeboat station. Ban's crew reported to Solent Coastguard by radio that she had been holed and was taking water.

A SSW Force 7 wind was creating a rough sea on the ledge, and the tide was beginning to rise.The yacht's navigation lights could be seen from the lifeboat station and it was obvious that the all-weather Tyne class lifeboat could not reach the yacht among the rocks of Bembridge Ledge, so it was decided to take off the yacht's crew with the 16ft D class inshore lifeboat - with the crew of the all-weather lifeboat at immediate readiness to launch.

At 2311 the inshore lifeboat was launched under the command of helmsman Alan Attrill, assisted by crew members Geoffrey Attrill and Graeme White and headed for the casualty at the best speed possible in the roughening conditions, with the lifeboat crew's visibility hindered by constant spray over the bow.

Helmsman Attrill took a route which kept well clear of the broken water and rough seas on the ledge and, on approaching the scene asked the coastguard ashore to train their searchlight on the yacht so that they could make her out in the darkness and spray.

The yacht was stern to the seas in anarea of white water on the ledge, and Helmsman Attrill was anxious to take off the crew as quickly as possible as the rising tide would allow the wind to drive the yacht further onto the ledge.

The yacht's crew were told by radio that the lifeboat could only make one attempt to get alongside, as the helmsman was worried that the yacht might be thrown into the lifeboat.

In readiness for the actual approach the searchlight ashore was switched off, to avoid dazzling the lifeboat crew and, with the yacht's navigation lights in sight, at 2332 her crew radioed that they were ready to come off.

There was approximately 1m of water on the ledge near the yacht, with a moderate swell and a confused sea created by the Force 7 SSW wind meeting the tide.

The sky was heavily overcast, and in the darkness the helmsman had difficulty seeing approaching breaking seas at the edge of the ledge.

When all was ready the lifeboat entered the surf heading towards the yacht's position, some 150m onto the ledge, but while the lifeboat was approaching the yacht's navigation lights went out and the final approach had to be made in total darkness.

With some difficulty the lifeboat's port side was placed alongside the yacht's starboard side and, again with some difficulty, crew member Geoffrey Attrill held her there while the three yachtsmen clambered into the lifeboat. Once they were safely aboard, Helmsman Attrill manoeuvred the D class astern from the shallow water and then turned the lifeboat head-to-sea to break clear the surf before she could be turned north, running before the sea back towards the lifeboat station. Passage was made safely back to the all-weather lifeboat's slipway where the three survivors were landed at 2338.

The yacht was subsequently swept further onto the ledge and sank some 300m from where she had originally grounded.International assistance from Westcountry lifeboat Penlee's relief Arun class A.J.R. and L.G. Uridge is pictured with two casualties, dealt with in a two-week period.

The lifeboat is pictured preparing to take an injured man off a120ft Spanish trawler in the sheltered waters of Mounts Bay. The man was believed to have a broken rib and two doctors went out to the casualty.

In the background is the Ukranian cargo ship Kaptain Dzhurashevich which the lifeboat had escorted to safety some two weeks earlier when she developed a 25° list after her cargo shifted. The crew were trying to correct the list at the time by shifting her cargo of flourospar and bran by hand.

Photo Timothy StevensCREW MEMBER SPENDS THREE HOURS ON UPTURNED HULLCrew saved after long and difficult service to capsized trimaran Yarmouth's Arun Joy and John Wade was involved in a service on 11 December 1993 which made headlines in the national press. The lifeboat had spent nearly five hours at sea - with a crew member hanging on to an upturned trimaran for three hours - to rescue a woman trapped inside the casualty.The trimaran Triharda had been on passage from Poole to Chichester with three people on board when she capsized in rough seas west of the Needles at 1330.

One of the crew (a 27-year-old woman) was trapped in the main hull and the others were clinging to the hull.

At 1608 the station received an urgent request to launch and the lifeboat left Yarmouth at 1617 reaching the casualty about 30 minutes later. A Navy helicopter, with a diver on board arrived at approximately the same time.

The Arun's Y boat was launched with crew members John Hinton and Myles Mence aboard, and Mence joinedhe Navy diver already aboard the casualty taking a hand-held VHP radio.

The woman was trapped, and although it was possible to talk to her through the hull the diver felt it would be very difficult to get her out in the rough conditions.

The information was passed to coxswain Dave Kennett, who decided not to break into the hull for fear of reducing the size of the air pocket, with possible dangerous consequences. The only option was to tow the casualty into calm water.

Securing the line to a capsized trimaran in such conditions was no easy matter, but nevertheless the tow was underway by 1705 and one of the othersurvivors was transferred to the lifeboat.

The skipper elected to remain with Mence and the diver on the upturned hull.

The tow progressed slowly towards the Needles with the three men clinging to the hull and crew member Mence in contact with the trapped survivor and with the coxswain by radio. The Y boat followed, in case anyone was washed off, anxiously watched by the coxswain who could see that crew member Hinton was having trouble preventing her from being flipped over by seas and wind.

It was dark as the vessels entered the most critical part of the passage - manoeuvring around the Needles light-house, avoiding being carried into Scratchells Bay and onto the beach, and in the roughest sea.

Passing the Needles without mishap the tow continued in slightly calmer water, but Alum Bay was still too rough and the lifeboat carried on into Totland Bay where she anchored at 1753.

Additional support had already been arranged and a diving team arrived on scene by helicopter at 1808.

An attempt to put Yarmouth's HMA aboard the lifeboat with the Y boat had to be abandoned when her outboard engine was damaged surfing onto the lee shore, so the doctor was lifted onto the lifeboat by helicopter.

The now four-strong diving team quickly got into action. A passage from the main hatch of the trimaran was cleared of wreckage and the survivor given a brief lesson in the use of breathing apparatus.

This done she was brought out at 1925 and was lifted by helicopter, with the HMA, and taken to hospital.

Soon after the 3 men who had been on the upturned hull for nearly 3 hours, were also lifted off, the yacht's skipper and crew member Mence being taken to the lifeboat.

Joy and John Wade continued the tow to Yarmouth, with the two remaining survivors aboard, and Triharda was eventually secured to the quay in Yarmouth at 2112.Coaster escort Another service which made the headlines was carried out by the Hastings and Eastbourne lifeboats on 14 November 1993.

The coaster Tern was badly down by the head and in severe difficulties 10 miles off the Sussex coast when the alarm was raised.

Both lifeboats were at sea for a considerable time in Gale Force winds, which gusted considerably higher, standing by while the crew was taken off by helicopter and the skipper, alone on board, fought to beach the vessel safely near Bexhill.

Hastings lifeboat put crew members aboard once Tern was aground to help secure her.

The photograph, courtesy RAF Mansion, shows the ship's predicament and the diminutive size of Eastbourne's Mersey class Royal Thames when viewed from the air in gale force conditions..