SURVIVORS WALK TO LIFEBOAT Fourteen saved from yacht aground on the Goodwin Sands Both of Ramsgate's lifeboats were called to an incident on the Goodwin Sands on 13 November 1994, when a French sail-training vessel went aground in a WSW gale with 14 people on board. The service led to the RNLI's chief of operations writing to the station to congratulate the helmsman of the inshore lifeboat, Ray Noble, and his crew members Kenneth Crowther and Wayne Goldfinch for their skill and determination during the service.

The yacht, Southern Star from Dunkirk, had first grounded at about 1130 but had not reported the fact. It was not until the cross-Channel ferry Sally Star passed about half-an-hour later and reported the yacht's dilemma that Dover Coastguard became aware of the situation.

The coastguard immediately asked for the launch of Ramsgate's relief Tyne Kenneth Thelwall II. The all-weather lifeboat proceeded to the scene and then asked for the launch of the inshore lifeboat - the Atlantic 21 Ramsgate Enterprise - because of the situation.

The yacht was hard aground and it was decided to evacuate 10 of the people on board before making any attempt to tow her off. The survivors were able to walk over the sands to the Atlantic and were then ferried to the Tyne which took them ashore to the safety of Ramsgate Harbour.

On returning to the scene the inshore and all-weather lifeboats decided to attempt to tow Southern Star off the sands.They stood by until the casualty began to refloat on the rising tide and then began the operation. There was very little water around the stranded yacht so the Tyne - which had the required power - could not approach closely. The Atlantic however, although lacking the power, made use of her shallow water capabilities to transfer a tow line. The task was not as simple as it sounds. Working on the windward side of the casualty in gale force winds, severe seas and only oneand- a-half metres of water it took three attempts to get the tow line across. The station's honorary secretary remarked in his report that the success of this operation - without damage to the lifeboat or casualty was due to superb boat handling and skill and determination.

Eventually, and with great difficulty Southern Star was pulled into deep water and taken to Ramsgate Harbour.Two 'shore boat' services recognised by the RNLI Actions which save a person's life at sea are often recognised by the Institution whether or not a lifeboat is involved.

Two recent services illustrate the wide variety of cases which come under the category of 'shore boat' rescues.

The first involved Coxswain Francis George of Fishguard lifeboat, whose prompt action and knowledge of first aid undoubtedly saved the life of three fishermen.

Coxswain George was working in the boathouse on 18 November 1994 when a member of the public ran in to say that three people were in the harbour and shouting for help.

Using the boarding boat the coxswain was able to recover the three, young fishermen who had capsized their tender, and bring them ashore for the attention of an ambulance crew. The RNLI's chief of operations wrote to the coxswain expressing his congratulations for his actions and for his first aid.

Similarly on 15 August last year an 86-year-old retired lighthouse keeper, Jim Lavelle, watched an obviously inexperienced man launch a small dinghy from the slipway at Tarbert on the Shannon Estuary.

It was not long before the man realised that the offshore Force 6 was beyond his capabilities and he started to shout and wave for help. Telling him to sit down and hang on Mr Lavelle went to the nearby boat club and, with the help of Teddy Griffen they launched one of the club's clinker built dinghies.

The casualty was being swept towards the Tarbert race and with their rescue boat headed into the sea the two men backed down on the casualty.

As he was swept past a moored fishing boat he was able to grab it, but ended up stretched full length between his dinghy and the moored boat. The two men persuaded him to let the dinghy go, and were able to recover him from the water.

They recovered the dinghy to prevent it becoming a hazard and then landed the casualty none the worse for his experience. The RNLI's chairman has written to both men congratulating them on their efforts.CASUALTY GROUNDED 500 YARDS OFF BEACH IN SINKING CONDITIONThree saved from motor ship aground and awash off beach Whitstable and Sheerness lifeboats were launched after the motor ship Johnno broadcast a Mayday on 12 January 1995. The vessel, on passage from the Isle of Grain to Whitstable, had lost her hatch covers in onshore winds touching gale force and had begun to take water.

Her skipper was heading for the shore to beach her.Sheerness' Waveney class lifeboat was first to launch, at 0750, followed shortly by Whitstable's Atlantic 21 at 0759.

The Atlantic was first on the scene, locating the casualty at 0812 some 500 yards off the beach at Leysdown where she had grounded in a sinking condition.

She had lost her hatch covers and was lying with her main decks awash and occasional seas breaking over her fo'c'sle and wheelhouse and accommodation aft.

All compartments were flooded except the engine room, and there were fears that the wheelhouse windows might give way at any moment.

Crew member Mike Judge was put aboard the casualty forward in order to shut down the generator and drop the anchors, and was then picked up by the Atlantic and dropped off again by the wheelhouse at 0834 - as the casualty's decks were awash and impassable.

The Sheerness Waveney arrived on the scene at 0926 and the master asked to be evacuated and so Whitstable's Atlantic made three passes to pick up the people aboard Johnno. On the first run the mate was taken off and transferred to the Waveney; on the second the master was picked up and transferred; and on the third crew member Mike Judge was brought back aboard.

By 0939 everyone was safely off thestranded coaster and both lifeboats returned to their stations - the Atlantic making a net recovery at 1040 and the Waveney landing her survivors at Sheerness at 1027.Three saved by D class as casualty breaks up A service by Bembridge's D class inshore lifeboat has led to a letter from the Chairman of the Institution congratulating the helmsman and crew members for their courage and teamwork - which resulted in the rescue of three people from a small motor boat aground on Bembridge Ledge.

The lifeboat launched at 2217 on 2 May 1994 in a Force 5 wind which was blowing on to the ledge where the casualty had grounded and could be seen taking considerable punishment. Two large waves hit the lifeboat, but quick movements by the crew balanced her and prevented a capsize.

Helmsman Alan Attrill then anchored the lifeboat and veered down to the casualty through the breakers. Attempts to pass a line failed so he entered the water and took a line to the casualty, enabling the D class to be pulled towards the motor boat. When she was close enough the three survivors jumped aboard, just before the casualty began to break up.

The two crew members involved were Graeme White and Geoffrey Attrill.ESCORT FOR LEAKING VESSEL IN GALE Fishing vessel taking water in heavy weather Aberdeen's Arun class lifeboat was on service for almost seven hours in gale force winds when the fishing vessel Ceol-na-Mara sprang a leak some 30 miles from the station.

The Arun, BP Forties, was launched at 0430 on 12 February 1995 following reports that the fishing vessel was taking water and in need of assistance.

No Scottish-based helicopters were available, but one had been scrambled from RAF Bulmer.

With the wind from the west at Force 7 to 8 the lifeboat made good time to the casualty's position and arrived there at 0640, just after the helicopter had lowered a pump. At the scene the seas were rough, with a swell more than 5m high.

The additional pump stabilised the situation and Ceol-na-Mara was able to head for home under her own power with the lifeboat standing by.

The trip back, into the weather, was slow, and it was three-and-a-half hours later that the lifeboat and casualty arrived in the shelter of Aberdeen harbour.

Aberdeen Scotland Division AberdeenIntents' rescue efforts...

An RNLI member carried out a daring rescue last October when, in gale force winds, he was able to secure and rescue a casualty... from his narrow boat in the inland waterways port of Langley Mill! The casualty was the RNLI's Long Eaton branch display tent - which had been erected during a weekend boat rally and which was spending the night apparently safely secured in the basin.

However at 0420 on the Sunday morning a squall struck and the tent decided to emulate a balloon, failed to gain enough height and crashed onto the deck of the narrowboat tug Frederick II. Her skipper, awoken by the commotion, emerged to find the damaged casualty wedged outside his cabin doors and, in the best RNLI tradition, assessed the situation carefully.

His considered opinion was that 'It ain't going nowhere now...' and that the best way to effect a rescue was to call off the operation, wait for daylight - and go back to bed! The operation was resumed at first light, when with the aid of most of the other narrow boat crews the casualty was recovered, dragged to safety ashore and returned to its slightly embarrassed owners.

Sadly the casualty, which was on its maiden voyage, suffered severe damage and will never fly again.From the survivor's viewpoint...

Medical Evacuation at Islay Islay's Thames class lifeboat was involved in a relatively routine medivac on 4 August 1994 but, routine or not, this account from one of those on the receiving end of a lifeboat service illustrates the feelings and emotions of those who are waiting for the lifeboat to arrive.

The experience of my wife and I illustrates the excellent work of the Islay lifeboat, and will for yachtsmen perhaps act as a cautionary tale.

On 4 August 1994 we were in our pre-war 33ft yawl, at anchor in Plod Sgeiran at the southeast corner of Islay. We had sailed across from Ireland the day before.

My wife was starting to get dressed in cramped conditions, sitting on a low bunk, when I heard a yelp of pain. As she pulled on her sock a replacement hip fitted four years ago became dislocated and she was in acute pain.

Our unskilled efforts to get the joint back in failed.

The nearest house was some distance away, and anyway I could not have left her to go for help. At 0845 I called Belfast Coastguard on VHP, as reception is much clearer than towards Clyde, to which Belfast in due course transferred me - with the help of a yacht lying at Gigha as relay.

Islay's deputy launching authority, Alasdair Urquart at Port Askaig, about 10 miles from where we lay, had his crew ready in minutes but decided they should wait for a doctor.

At 1011 the orange deckhouse of the Islay lifeboat appeared over the rocks - one of the more welcome sights of my life.

Thomas Johnston at the helm threaded her through the shallows and came alongside. The crew (Iain Spears, Alasdair Barker, Dugald Ferguson and David Rounce) made fast and helped to make my wife comfortable with hot water bottles and blankets. Their presence was most comforting.

At 1115 Dr Jean Knowles came to the nearest landing point at Knock Bay and was collected by inflatable. She gave my wife an injection and arranged by radio for an air ambulance to take her to Glasgow. Tom decided to tow us to Port Ellen and take her ashore there - direct from our cabin, a very wise move.

An ambulance was at the quay and the paramedics got my wife onto a Robinson stretcher and manoeuvred her sideways through the main hatch as it was too wide to go out f l a t .

An hour and a half later she was in hospital and the hip was back in that evening. The lifeboat crew kindly put the yacht on a mooring and looked after her until I returned some days later.

Our feelings still are of greatest gratitude for the technical competence and human kindness of the Islay crew, Coastguards, doctors and all who helped.

Afterwards there were a lot of thanks to be written-as well as something which casualties do not always remember, a voluntary contribution to the station funds to cover, as a minimum, fuel and crew costs for the service.NINE MEN IN THE SEA AS BOAT SINKS IN 30 SECONDSLifeboat crew member in sea as fishing vessel sinks suddenly Frank Home, a crew member aboard Peel's Mersey class lifeboat Ruby Clcry, has been awarded the Thanks of the Institution on Vellum following a service to a sinking fishing vessel on 17 October 1994.

In his report on the service Andrew Clift, the deputy inspector of lifeboats for Ireland division (which includes stations on the Isle of Man) remarked on crew member Home's courage in boarding the sinking casualty and for the personal risks taken while on board and helping three men from a very dangerous position just 30 seconds before the vessel sank.Ruin/ Clcry had been launched at 1114 after reports that the fishing vessel Three Sisters with three crew members aboard was sinking 20 miles north west of Peel.

An RAF helicopter was first on the scene, and the winch-man was put aboard the casualty with a salvage pump. HMS Blachvater was the next vessel to arrive and she put another four men and more pumps aboard. Another RAF helicopter arrived a short while later and landed her winch-man aboard Three Sisters. One of the fishing vessel's crew of three was taken off and put aboard HMS Blackuwter.

Drifting Peel lifeboat arrived at 1306 in a SE Force 5 wind, which although moderating had kicked up a swell more than 6ft high. The fishing boat was by now very low in the water and drifting beam-on to the sea. Of the three pumps on board the casualty only one - in the engine room and tended by the trawler skipper - was working satisfactorily. One had failed to start and the suction hose of the third was continually being blocked by debris in the fish hold.

After circling the casualty, Coxswain Eames decided to put crewman Frank Home aboard Three Sisters to assess the situation and help with communications.

Crewman Home is a professional fisherman and was familiar with the Peel-based casualty and her crew. Coxswain Eames approached the casualty's stern and successfully transferred Crewman Home - wearing a dry suit and lifejacket - at the first attempt.

To reduce the casualty's motion, and so help keep the suction hose in the fish hold free of debris, the lifeboat passed a tow and cautiously started to bring Three Sisters head-to-sea. But suddenly, at 1321,the fishing boat rolled onto her starboard side and started to sink by the stern.

Coxswain Eames immediately gave the order to cut the tow line.

Crew member Home had been partly in the fish hold helping to keep the pump suction hose clear but managed to scramble up to the port rail, noticing that three men were now trapped on the lower, starboard side and unable to climb up to the port rail because of the large list and the 6ft seas. There was a real danger of them being sucked into the fish hold orbeing trapped in the rigging as the boat sank.

Crew Member Home was able to help to pull them to safety, and all nine men now on board the casualty (the two helicopter winch-men, four naval personnel, one lifeboatman and two survivors) jumped in to the water. Three Sisters sank within about 30 seconds and the men in the water were picked up by inflatables from HMS Blackivater.

Crew member Home was put back aboard the lifeboat with the three survivors, who were given dry clothing and treated for shock and hypothermia, while the two winch-men were returned to their respectiveaircraft and the lifeboat headed back to station.Silver Medal and four Thanks on Vellum for service to Russian ship Lerwick lifeboat's service to the Russian fish factory ship Pionersk, recounted in the Winter 1994/5 issue of THE LIFEBOAT, has been recognised by the award of a Silver Medal for Gallantry to the coxswain, Hewitt Clark, and The Thanks of The Institution on Vellum to Second Coxswain PeterThompson and crew members Ian Fraser, Ian Tulloch, Robert Wiseman and Richard Simpson.

Coxswain Clark took the Arun class lifeboat Soldian alongside the casualty more than 70 times in atrocious conditions with winds up to Storm Force 10, and often less than 20ft from sheer cliffs. Her crew were working on deck in total darkness and subjected to leaking bunker oil and ammonia gas. Despite the conditions 67 Russian seamen were plucked to safety.

Just four days later Soldian and her crew were back in action in another service which led to the award of another Thanks on Vellum...NETS PROPELLERS AND RUDDER Three saved from disabled fishing vessel in gale and severe seasLerwick lifeboat left her moorings at 0500 on Friday 4 November 1994, a little over ten minutes after first hearing from Shetland coastguard that the fishing vessel Achilles had fouled her propeller and was drifting in heavy seas 23 miles ESE of Bard Head.

With visibility between two and three miles and a SE Force 8 gale creating a rough sea and steep swell in Bressay Sound the lifeboat cleared Bard Head and set course for the casualty.

Trough The seas increased, with waves now well over 30ft high and, at approximately 0545, with the wind gusting to 50 knots the lifeboat fell into a particularly deep trough - the force of the impact sheering the after generator mountings and snapping the satellite navigator aerial.

The generator was secured and the lifeboat continued, making 14 knots into the very rough head seas, until contact was made with the casualty and 20 minutes later, at 0650, Achilles was sighted. She was lying beam-on to the seas and rolling so heavily that her keel could be seen.

Coxswain Clark advised the skipper that he would try to take the vessel in tow, and manoeuvred into position off her bow. A very long tow line was passed to reduce snatching, with a car tyre in the line to provide even more 'give'. By 0725 the tow was connected, the strain taken and at 0755 the tow was underWith the sea now astern, Coxswain Clark decided to tow the casualty to the northerly entrance to Bressay Sound, but at 0805 a particularly large wave from the port quarter laid the lifeboat nearly on her beam ends. The tew parted as the car tyre was torn apart.

As the tow had parted at the casualty end, the entire length of the lifeboat's line and also the line provided by Achilles had to be recovered by the lifeboat. The severe seas meant that the tow could not be recovered over the stern and the only option was to bring the lifeboat head-to-sea so that the capstan could be used to help recover it.

Pitching Careful and precise use of power and helm was needed as the coxswain kept the lifeboat head-to-sea, coming slowly ahead when needed to help recover the great length of line.

Conditions on deck were very difficult, with the lifeboat pitching heavily in the head seas which were now some 50ft high. Often the crew could only hang on as the lifeboat lurched violently and their progress was halted.

In the steep seas the casualty could not be seen for most of the time while the tow was gradually retrieved, but at 0850 the line was finally passed back to Achilles and reconnectedreconnected using a stouter tyre. At 0900 the tow was again underway.

Only five and a half knots could be maintained and it was not until 1225 that Soldian reported being two miles from the Outer Score.

Sea conditions had moderated slightly but the coxswain decided to delay shortening the tow until in more sheltered waters.

Achilles steering ability was limited, as the nets which had fouled her propeller were also around her rudder, but she was threaded safely through the maze of some 70 Klondikers anchored in the northern approaches to the Bressay Sound and by 1330 she entered the harbour.

Alongside Achilles could not be brought up alongside the lifeboat for a more controllable alongside tow because of the nets and fishing gear still trailing over her side. Coxswain Clark had to keep her astern and bring her into the Inner Harbour on a shortened tow. He used the force of the wind to push her down on to Fishmarket berth, checking the casualty's headway with the shortened tow and by precise use of the lifeboat's engines.

By 1400 the casualty was safe alongside.

Framed letters of appreciation from the Chairman of the Institution, Sir Michael Vernon, will go to Second Coxswain/Assistant Mechanic Peter Thompson and ere w members Ian Fraser, Ian Tulloch, Richard Simpson and John Sinclair for the part they played in the service..