CONDITIONS OUTSIDE LIMITS FOR D CLASS Surfer saved by inshore lifeboat in severe gale and heavy seas Helmsman Stuart Roberts of Porthcawl's D class inshore lifeboat was awarded a Silver Medal for outstanding bravery during the rescue of a surfer in very rough seas on 30 December 1994. Crew members Carl and Wayne Evans were awarded the Thanks of the Institution inscribed on Vellum.

In his report George Rawlinson, deputy divisional inspector of lifeboats (west) said: 'The conditions were well outside the operating limits for a D class lifeboat. The station honorary secretary made the difficult decision to launch because the situation was so grave, but also having discussed the rescue with the extremely able and experienced helmsman and seaman and the fact that the casualty was in sight.

The service was superbly executed in severe surf, wind and tidal conditions, which demanded the most excellent boathandling and seamanship skills as well as a high degree of bravery and confidence.' At 1341 on 30 December 1994 a surfer was reported in difficulties off Coney beach. The honorary secretary, John Williams, had been at the station earlier and realised that the deteriorating weather would soon be beyond the Force 7 operating limit of the D class lifeboat. In view of the weather Mr Williams did not launch the lifeboat immediately but went to the station to assess the situation. Meanwhile he asked that the crew pagers be activated.

At about 1330 Helmsman Stuart Roberts was driving along the promenade and decided to go to the lifeboat station in view of the severe weather. Having been told that there was someone in the water he ran to the end of the pier and then telephoned the Coastguard when he saw a surfer caught in a rip tide and waving for help.

Huge waves were piling into the bay and a heavy south-westerly swell was sending green water over the end of the breakwater. The wind was Force 8-9 and Silver Medal on the tide was flooding. When the honorary secretary arrived the lifeboat was at the top of the slipway ready to launch. A lone surfer could be seen waving for help, about 300m offshore. He was caught in a vicious rip tide and was continually being washed off his board and in imminent danger.

Mr Williams was faced with an agonising decision, for the conditions were well outside the operating limits for a D class lifeboat. He and the helmsman discussed the situation and at 1355 the lifeboat launched, with great difficult as the wind was pinning her to the breakwater.

It was impossible to head directly towards the casualty as the helmsman had to square the lifeboat up to the walls of broken water, about 4m high and breaking as they reached shallow water.

Progress was difficult and dangerous, with the lifeboat constantly filling with water. Helmsman Roberts had to sit on the sponson of the lifeboat to steer, so that he could see over the surf and watch for approaching waves. By using a high degree of seamanship and boathandling skills he was able to close the surfer within two or three minutes.

Helmsman Roberts positioned the life-boat head to sea and crew member Wayne Evans grabbed the casualty just as a huge wall of broken water hurtled towards them. Stuart Roberts shouted to let the man go, and powered the lifeboat forward to break through the wave.

He feared that the wave would capsize them, but the wave went right over the lifeboat, swamping it with white water.

The helmsman managed to get the boat clear of the surf and turned in to pick the man up, although it took another two attempts before the surfer could be pulled aboard. His was still attached to his board by an elastic cord and as he was dragged aboard the surfboard flew into the lifeboat and nearly knocked out the helmsman, denting his bump cap. Turning the lifeboat square on to each wave helmsman Roberts managed to dash shorewards in each of the troughs.

Keeping the lifeboat just ahead of the following seas he ran her straight up onto the sandy beach to land the casualty.

The honorary secretary, and others, watching from the shore, had seen the lifeboat repeatedly engulfed in broken water and were all amazed that boat and crew could withstand so much punishment.FIFTY SIX PASSENGERS SAVED BY LIFEBOATS Two lifeboats on service as high speed passenger ferry runs on to rocks Both of Jersey's lifeboats, St Heller's Tyne class Alexander Coutanche and St Catherine's Atlantic rigid inflatable Jessie Eliza, were involved in a service on Easter Monday, 17 April 1995, as a result of an incident which made headlines throughout the country.

The high speed catamaran ferry Saint that she had 55 passenger survivorsMalo was leaving Jersey's St Helier harbour on a day trip to the neighbouring Channel Islands of Guernsey and Sark and using a narrow channel between of flying rocks and shore when she struck.

The impact severely damaged the port hull of the two-year-old aluminium-built catamaran and she rapidly began to list heavily as it flooded. Her master broadcast a Mayday shortly after 1000, saying that he intended evacuating the 300 passengers on board.

St Helier's Tyne was called within a few minutes, followed almost immediately by St Catherine's Atlantic. The Tyne arrived at the scene, some six miles from her station, at 1035 and the Atlantic - with a longer distance to travel - at 1115.

They joined many other vessels at the scene which were assisting the stricken ferry. The passengers were by now boarding or already in liferafts which had been launched by Saint Malo, although some of the rafts had failed to inflate, and several of the passengers had been injured as they transferred from the ferry.

Although conditions were not severe a westerly Force 5 wind was producing a moderately rough sea at the scene.

The lifeboats began picking up passengers from the rafts and assisting in the airlifting of the injured. One of St Helier lifeboat's first aiders was put aboard a liferaft after a woman crushed her foot between a raft and the casualty and he was able to treat her until she could be evacuated by helicopter.

At 1148 Alexander Coutanche reportedthat she had 55 passenger survivors aboard, one of them injured, while Jessie Eliza had one injured passenger aboard.

After standing by while Saint Malo's crew were evacuated both lifeboats returned to St Helier to disembark their survivors - Alexander Coutanche at 1242 and Jessie Eliza at 1315.

All of the 300 passengers and seven crew of the ferry were rescued by the many surface vessels and helicopter at the scene and the casualty was later towed ashore and beached.

St St SouthAPPALLING CONDITIONS DURING LONG TOW Ten hour service to disabled fishing vessel in gale force winds The coxswains of both the Penlee and Sennen Cove lifeboats, Neil Brockman and Terry George, have been awarded the Institution's Bronze medal following a joint service to a disabled fishing vessel on 6 December 1994. The service lasted almost ten hours in appalling conditions.conditions.

In his report the divisional inspector of lifeboats (south), Capt Hugh Fogarty, said: 'Coxswains Brockman and George carried out this long service in appalling weather conditions and darkness. Gusts were recorded at 82mph. Both crews suffered from sea-sickness, but exhibited coolness and skill in getting their tows connected and co-operated fully with each other throughout the service.' It was at 1522 that Falmouth Coastguard advised the station that the fishing vessel Julian Paul was disabled with a fouled propeller 4 miles south west of the Longships light. The wind was Force 7, and conditions were deteriorating.

At 1530 Sennen Cove's Mersey class The Four Boys launched, with Coxswain Terry George in command, and started a very uncomfortable passage to the casualty, with the lifeboat pitching and rolling heavily. Terry George asked Falmouth Coastguard to inform Penlee lifeboat station of the situation and discussed the limited options with the skipper of the fishing vessel.

On arrival Julian Paul was found to be a fully laden wood-hulled crabber - lying across the weather and rolling heavily.

With good seamanship, boat handling and teamwork the heaving line was passed at the first attempt and a tow connected. Then, by carefully applying power, Terry George took the strain and brought the casualty round head-to-sea.

The tow was then lengthened to some 400m by using two lines and a buffer.

The tow commenced at 1605, heading due south, but the lifeboat, pitching heavily and shipping seas and spray overall, could make little headway against the tide. Although the tide would ease and turn in an hour, a forecast of worsening weather and the prospect of even rougher wind-over-tide conditions, led Terry George to ask that Penlee lifeboat launch to assist. At 1630 Penlee's Arun class Mabel Alice slipped her moorings and madeBronze Medals best speed for Lands End into a Force 7 to 8 gale.

C o x s w a i n George established that there were sufficient deck fittings on the casualty to enable her to be towed by both lifeboats, and Coxswains Brockman and and George discussed their strategy by radio.

In the very poor visibility the Penlee lifeboat found the others by using her VHF-DF and Sennen Cove's searchlight shone into the sky. With expert manoeuvring and careful teamwork the Penlee lifeboat crew passed another line to the fishing vessel and Neil Brockman took up the strain. With both lifeboats towing together progress improved immediately, and at 1800 they were making 3 knots.

At 1817 Sennen Cove's tow parted, and it took some time to recover the very long line. However, it became clear that Penlee was towing well alone, so the Sennen Cove lifeboat acted as escort.

Steady progress was made but conditions were most unpleasant.On board the Sennen Cove lifeboat the crew were all suffering from sea-sickness, because of the need to keep the wheelhouse door shut in case of capsize.

Meanwhile Mabel Alice was continually being swept by spray and driving rain, but at 2030 a huge wave engulfed her and the lifeboatmen feared that the casualty would be swamped. She survived, but the skipper was instructed to get his crew into lifejackets and into the wheelhouse.

When Tater-Du was reached the sea was estimated at 40ft and, although the motion had eased, considerable skill had to be used to control the lifeboats at such slow speeds in such big swells.

It was not until 0014 that Coxswain George was able to go ahead into Newlyn Harbour, to check conditions at the entrance.

At 0037 Penlee lifeboat shortened the tow, while Sennen Cove stood by in case anything went wrong. Coxswain Brockman made for the south side of the entrance at best speed, but by the time Julian Paul was through two swells had pushed her up to the north side. However, she was brought inside safely and berthed alongside at 0055.LIMITED SEA ROOM AND WAVES BREAKING OVER LIFEBOATSix fishermen saved from stranded vessel in heavy seasThe Thanks of the Institution on Vellum has been awarded to Coxswain Robert Duffy of Howth lifeboat following a service to a fishing boat in Force 7 winds and heavy seas. The deputy divisional inspector for Ireland, Andrew Clift, said in his report: This rescue was carried out in difficult circumstances with very restricted sea room. Its successful conclusion owed much to the local knowledge and boathandling skills of the coxswain.'At 0603 on 30 November 1994 Dublin MRCC informed Howth lifeboat station that the fishing vessel Vision was aground on Lambay Island, 6 miles to the north, and the station's relief Arun class lifeboat The Duke of Atholl slipped her moorings at 0615.

The casualty was in radio contact with the lifeboat and reported that she was aground on the south west corner of Lambay Island, holed forward and taking on water. One life raft was in the water alongside, one crew member was adrift in another, and five crew remained on board. At 0630 Vision reported that her engine room had flooded and that she only had auxiliary power.

The lifeboat arrived on scene at 0635, to find the wind SE Force 7 with rough seas which continually broke over the lifeboat. A tidal stream swept north west past the casualty at up to 2 knots. Sunrise was due at 0815.

Coxswain Robert Duffy decided to search for the missing crew and life raft, but almost immediately a red parachute flare was fired from the shore and the lifeboat crew could see that the missing crew man had reached safety.

They transferred their efforts to rescuing the remaining five crew still on board the casualty, while the man ashore fired flares to help illuminate the area.

The casualty had been travelling at about 8 knots when she struck and was hard aground on Lambay Island. Netting floated from her starboard side and lobster pot markers were visible within a hundred feet of her port side. She had a 30° list to starboard and rocks could be seen breaking the surface about 1 Oft along her port side.

Because of the condition of the casualty and the weather conditions, Coxswain Duffy decided that there was no chance of saving Vision and, as no heli-'Thanks on Vdlwn copter assistance was available, the coxswain decided to make an immediate attempt to pick up the five survivors.

The casualty's remaining life raft was the wrong side of the rocks to be of any use and the conditions precluded the use of the Y boat.

The approach to the casualty was hindered by the large seas breaking over the lifeboat, the proximity of the rocks, nets and pot markers and the tide flowing at right angles to the approach route.

The only clear area was the casualty's port quarter, although her rudder and rocks some 12ft forward of her stern presented immediate hazards.

Four lifeboatmen were positioned onthe foredeck to help catch the survivors, and four unsuccessful attempts to put the starboard shoulder of the lifeboat alongside the casualty were made before the first survivor was successfully pulled aboard.

Fifteen attempts were needed to rescue the five survivors still aboard Vision, all of them suffering from shock and slight hypothermia.

The lifeboat left the casualty at 0650 and moved round to the lee of the island, where the Y boat was launched to pick up the sixth man from the shore before returning to station.

The survivors declined offers of medical assistance and were transferred, at their request, to another fishing vessel in the harbour.TWO LIFEBOATS AT SEA FOR EIGHT HOURS IN HEAVY SEASFishing vessel towed to safety in storm force winds Appledore and Ilfracombe lifeboats were both involved in a service to a fishing vessel near Bideford Bar on 31 March 1994. Coxswain Michael Bowden of Appledore lifeboat was awarded the Bronze Medal and Coxswain Andrew Putt of Ilfracombe the Thanks of the Institution on Vellum as a result of the service.In his report, the divisional inspector of lifeboats (south), Capt Hugh Fogarty, said: 'Coxswains Bowden and Putt carried out their service in extreme weather conditions on an inhospitable coast with shelter only available at certain states of the tide. Both men exhibited excellent seamanship. Despite horrendous conditions the tow was passed at the first attempt.' Swansea Coastguard had received a Mayday from the fishing vessel Torridge Warrior at 1054. She was near Bideford Bar Buoy and had lost one engine.

Appledore's coxswain was in the boathouse and monitored the 'Mayday' and, as three crew members were nearby in the boarding boat, the Tyne class lifeboat George Gibson was able to slip her moorings just 10 minutes after the call.

As soon as she cleared the lee of the land a very steep sea some 20ft high could be seen breaking heavily on Appledore Bar. Coxswain Bowden used the helm and throttles to make the quickest passage he could through the surf - the worst experienced in 30 years.

The casualty was on the edge of the surf, making very little headway with only one engine. Her wheelhouse windows had been stove in by the seas and she was shipping water.

The lifeboat approached the casualty's starboard quarter in a trough, and then turned head-to-sea to pass along her starboard side - passing the line at the first attempt as she did so. The casualty was quickly towed clear of the Bar, but it was obvious that they could not return to Appledore because of the conditions and the only option was to go to Ilfracombe.

A crewman could be seen on the casualty's deck, bleeding from a head wound, but communication with the casualty had been lost. A helicopter on the scene was able to lower a man with a VHP radio, but the crew refused to abandon.

Torridge Warrior appeared to be downby the head, but as she was unable to pump out the forward compartment the helicopter returned to shore to pick up a portable pump.

In the meantime Ilfracombe's lifeboat, the Mersey class Spirit of Derbyshire, had been launched as the seas off Morte Point, to windward of Ilfracombe, would be very heavy.

The wind had now increased to Storm Force 10 and, with a big following sea, coxswain Bowden was having difficulty preventing the casualty overtaking the lifeboat.

At 1240 the Ilfracombe lifeboat arrived and took up station on the casualty's port side. At 1330 Torridge Warrior's sampsonpost pulled out of the deck and whipped through the wheelhouse - destroying the instrument panel and controls and leaving her without any engine power.

The casualty had quarter posts to which a tow could be secured so Coxswain Putt moved in quickly and passed a line at the first attempt. The fishing boat was brought carefully round and Ilfracombe lifeboat took up the tow while Appledore stood by on her quarter.

By 1600 all three boats were off Ilfracombe, but could not enter as there was not enough water. It was inadvisable for Appledore to return to her station in the poor weather and darkness, so at 1900 all three entered harbour where Torridge Warrior and Appledore lifeboat berthed alongside and Ilfracombe lifeboat was rehoused..