POUNDING SEAS BREAK FISHING VESSEL IN HALF Three saved as lifeboat crew battle storm force winds and heavy seas George Duffy, second coxswain/mechanic and Ian Sheridan, deputy second coxswain/assistant mechanic of Howth's Arun class lifeboat have been awarded the RNLI's Thanks inscribed on Vellum following a service to a fishing vessel that was hard aground and being pounded onto Howth's East Pier by breaking seas in the early hours of 16 November 1995. Coxswain Robert Duffy, crew members Ian Massey, Damian Cronin, David Howard, Brian McConkey and Nicholas McLoughlin; and Rupert Jeffares, station honorary secretary all received Vellum service certificates for their part in the service.The lifeboat crew, a lorry driver, the crew of an RAF rescue helicopter and the crew of a fishing vessel battled for almost two hours in a desperate attempt to save the crew of Scarlet Buccaneer which wasbreaking up in gale force winds and pounding seas, washing three of the crew of four overboard and leaving a fourth clinging to the wheelhouse.

At 0315 on the morning of Thursday 16 November 1995, Rupert Jeffares, honorary secretary of the Howth lifeboat station, was advised by Dublin MRCC that a fishing vessel was aground on the East Pier in Force 7/8 winds gusting Force 9 with some 6m swell and rough seas, and was in need of assistance.

At 0324 the Howth Arun class lifeboat City of Dublin, slipped her moorings and proceeded outside the harbour while additional crew members, dressed in drysuits and lifejackets, made their way to the East Pier to see if they could help from the shore.

Impossible When the lifeboat reached the 64ft timber vessel, she was hard aground with water up to her deck level and was being pounded onto the pier by breaking seas.

Having assessed the situation, Coxswain Duffy decided that it would be impossible to tow the vessel clear, and due to the trawler's position - hard on the revetment on a lee shore - he was unable to approach close enough to take persons off.

At 0330 Howth lifeboat returned to harbour and informed Dublin MRCC that an attempt would be made to rescue the crew from the harbour wall and requested helicopter assistance. Constant radio contact with the four trawler crew had advised them to stay in the wheelhouse and not to attempt to swim ashore.

Hindered The Howth lifeboat landed five crew members ashore with equipment to attempt a rescue from the pier. Whilst assessing the scene from the pier's upper level, Damian Cronin and Ian Massey were washed off and fell to a lower level, Nicky McLoughlin managed to grab Damian to prevent him being washed into the harbour. Four crew members remained on the pier and attempted to get a veering line to the trawler, but this was hindered by conditions as all needed full attention just to stay on the pier.

Radio contact and lights on the trawler were now lost. George Duffy was washed away from the pier wall but managed to grab a railing as he fell to a lower level, leaving him bruised and winded.

Shortly after Howth lifeboat repositioned to the inner harbour and was offered assistance by Kingfisher a 75ft trawler, Scarlet Buccaneer broke up intotwo parts - the forward section came apart from the stern and the door was washed off the wheelhouse, exposing her crew. Three of the crew were washed overboard and drifted to a shallow area, leaving a fourth aboard the floating hulk, clinging to the wheelhouse.

Realising that the fourth person was in danger, crew members on the upper wall tried to use a breeches buoy. Ian Sheridan decided to attempt to pass the breeches buoy aboard the vessel, and almost got to the trawler when he was knocked back by a wave. On his second attempt, he was washed under the trawler and struck his head on the hull. Whilst dazed, he felt the veering line and was pulled clear of the water by Eamonn Howard and Jim Duffy.

Two attempts were made to fire a rocket, but these too proved unsuccessful.

Meanwhile, the remaining lifeboat crew with members of the Garda, cliff rescue and the public, searched for the remaining three fishermen, two were located, one pulled ashore and the other assisted by the fishing vessel Kingfisher, and both were transferred to hospital.

Clinging At 0446 Rescue helicopter 122 approached the scene and observed the person clinging to the bow section of the stricken trawler. The scene was well illuminated and winchman, Fit Sgt Alan Falconer recovered the casualty and transferred him to the pier.

Rescue 122 searched the area for the fourth fisherman who was later found and pulled ashore, but died on the way to the hospital as a result of injuries and hypothermia.

The Howth lifeboat returned to its moorings at 0520 whilst crew members gathered strewn equipment. Crew members Eamonn Howard, Ian Sheridan and George Duffy were taken to hospital for attention to their injuries.DIFFICULT LAUNCHING CONDITIONS INSIDE HARBOUR Hazardous as two casualties are brought to safety The rescue of two persons trapped at the end of a breakwater by heavy breaking seas has led to David Porritt, helmsman of Staithes and Runswick Atlantic 21 class lifeboat being awarded the Thanks of the Institution inscribed on Vellum. Crew members Carl Nefdt and Stephen Iredale were presented with Vellum Service Certificates and crew member Martin Hopkinson with a framed letter of appreciation signed by the Chairman, for their part in the rescue on 3 November 1995.In his official report Guy Flatten, deputy divisional inspector of lifeboats for the North said: 'Although the service lasted less than 20 minutes, it was carried out in extremely hazardous conditions. Helmsman Porritt demonstrated excellent seamanship, leadership and determination throughout. Crew member Hopkinson showed courage and determination in reaching the casualties, reassuring them and leading them to safety, even after being knocked from his feet by seas breaking over the top of the breakwater . . . As a result of this service two lives were saved.' At 0030 on Friday 3 November 1995, the Staithes and Runswick lifeboat was asked to launch to assist two people who were trapped by heavy breaking seas on the end of the western breakwater, and were in danger of being swept away. The crew assembled at 0040 and the Atlantic 21 lifeboat was launched by tractor.

Conditions inside the harbour were difficult, with north-westerly Force 6 to 7 winds resulting in 1.5m to 2m seas breaking onto the slipway - it was 30 minutes after high water and the tractor driver had to take great care as the seas lifted the lifeboat carriage from one side of the slip to the other.

As soon as the lifeboat was in deep enough water, Helmsman Porritt took the lifeboat to the end of the western breakwater and harbour entrance. As they approached, two people could be seen sheltering at the base of a redundant lighting structure at the end of the breakwater.

Seas were breaking over at regular intervals and David Porritt shouted to them to move down the breakwater where they could be more easily evacuated. However, they were extremely frightened and refused to move.

As conditions were deteriorating, Helmsman Porritt decided to land a crew member to assist the casualties. Porritt kept the lifeboat head to sea whilst talked to the casualties and this brought the lifeboat so close to the harbour entrance that she was exposed to the 3- metre swell and breaking seas.

With no room to turn the lifeboat, Porritt took her clear of the harbour and ran back in when safe to do so. Once inside again he turned and came alongside. The lifeboat was rising and falling, and picking his moment Hopkinson jumped ashore.

Hopkinson made his way to the casualties and at one point was knocked to his feet by sea washing over the breakwater.

When he got to the casualties, he found them very frightened and agitated; and realised that he would have to calm and reassure them before the transfer.

Porritt meanwhile, again took the lifeboat clear of the breakwater to avoid damage amid the 3m to 4m swell and re-turned, keeping her back towards the breakwater and waited for the opportunity to go alongside for the transfer.

Hopkinson guided the casualties towards the lifeboat but instructed them not to board until the lifeboat rose on the peak of a wave. One casualty panicked and, struggling free from the crew member, jumped as the lifeboat was in a trough, landing heavily but was saved from going overboard by Carl Nefdt. The second casualty also could not wait for the right moment and jumped shortly after the first, but fortunately the lifeboat was rising and he landed in the bow where crew member Iredale grabbed and held on to him - Hopkinson waited for a peak and stepped on to the lifeboat.

Porritt took the lifeboat clear and managed to turn inside the harbour. With 2m seas breaking onto the slip, Porritt decided to take the lifeboat up Staithes Beck where it was calmer and took her alongside a concrete groyne just upstream of the lifeboat station.

Shorehelpers assisted with the disembarking of the casualties, and the lifeboat was returned and made ready for service by 0116.Training saves lives The benefits of the RNLI's training programme were demonstrated in August last year when crew members of Fenit lifeboat saved the life of a man using their newly gained resuscitation and cardiac massage skills. The rescue resulted in John Moriarty, deputy second coxswain; Niall Hickey, assistant mechanic and Gerard O'Donnell, deputy launching authority receiving a framed letter of appreciation signed by the Chairman and Howard Nichols, first aid instructor who trained the crew only a week earlier, also receiving a letter of thanks from the Director.

At 0115 on 21 August 1995 Brenda, wife of John Moriarty heard shouts for help coming from the harbour. The couple rushed outside and alerted neighbour, Niall Hickey who then alerted Gerard O'Donnell.

John and Gerard waded into the water and established that the person in need of assistance was west of the pier and that a boat would be required to effect a rescue.

The three men launched the inflatable boarding boat, took her under the pier and following a brief search, realised that the shouting had stopped.

Directed by people from the shore, they went further out and found the casualty, a young man fully clothed and unconscious.

They quickly lifted him aboard despite his wet and very heavy clothing, assessed his condition and began resuscitation, bringing him back to consciousness.

However, by the time they had reached the pier steps at approximately 0200, his pulse had ceased so mouth to mouth resuscitation and cardiac massage was started until he was revived some minutes later.

The casualty was monitored and kept warm until he could be transferred to an ambulance and the hospital where he Fenit Fenit Ireland Division subsequently made a quick recovery.

In his official report Colin Williams, divisional inspector of lifeboats for Ireland said There is no doubt that the quick actions of the three men in launching the boarding boat and their skills in resuscitation saved the man's life. It was fortunate that Messrs O'Donnell and Hickey had attended the RNLI's first aid course which had finished only in the previous week as they had previously not had the knowledge to carry out resuscitation.' Snow help for Scottish familiesWith Summer around the corner, it may prove difficult to remember the frozen winter months, and as usual, the hardest hit by snow were Scotland and the North.

Sea transport showed its advantages in these conditions as RNLI lifeboats were used on humanitarian missions to bring food and supplies to areas that could not be reached by road.

The Shetlands were hit particularly badly with snow drifts and strong winds, closing all roads in the area and many power lines brought down. The local council declared a state of emergency and on hearing this, Aith lifeboat offered its services to the community.

The lifeboat picked up supplies of essential items from Lerwick and delivered them where desperately needed over 26 and 27 December 1995. As power was down in most places, supplies included gas cylinders and coal as well as food, and the crew's work prevented hardship for many families - and possibly worse consequences for old, sick and other vulnerable people in a number of areas.

A similar course of events took place in Cumbria on 7 February 1996, when St Bees lifeboat was used to bring in food after supplies ran out. Crew members ferried bread, milk (and nappies!) to St.

Bees villagers - other consignments went to the local school where 150 students were snowed in.

Crew members commandeered a tractor to get themselves down to the lifeboat station, where drifts were 3ft to 4ft deep, to use the lifeboat which had only been on service once since its recent commission.R-eel-y good deed The crew of Cullercoats inshore lifeboat went to the aid of an unusual casualty in March - a 7ft conger eel! The 70lb fish, named Queenie, was given a flying start on her journey to the spawning grounds of the Azores, when her keepers at Tynemouth Sea Life Centre realised her rapid growth was because she was full of eggs.

Raymond Taylor, station honorary secretary of the Cullercoats inshore lifeboat said the crew were happy to do a good turn for the Sea Life Centre as staff there had always helped the RNLI with fundraising.

After a bit of a struggle to lift her into the lifeboat, crew members took her a mile offshore and put her back into the sea where she joined other migrating eels.DANGEROUS WORK FOR CREW MEMBER ABOARD YACHT Two crew rescued from disabled catamaran after rigging cut freeFalmouth lifeboat coxswain Alan Barnes and crew member Peter Wood have been awarded the Thanks of the Institution inscribed on Vellum following the rescue of two people and their 35ft catamaran last November.

The remaining crew members (second coxswain Michael Wilson, deputy coxswain Roger McLarity, mechanic Timothy Julian and crew members Kenneth Avis, Alan Rowe and David Proud) will all receive Vellum Service Certificates.It was at 1032 on Sunday 26 November 1995 that the Coastguard advised the station of a dismasted catamaran with a fouled propeller four miles south of Dodman Point. Ten minutes later Falmouth's Arun class lifeboat Elizabeth Ann was proceeding at full speed towards the scene in a south-south-easterly of about 25 knots with rough seas.

A Navy helicopter was already close to the casualty and told the coxswain that the casualty was a 35ft catamaran with two people aboard and drifting at three knots. She had been on passage from the Helford River to Plymouth when her mast had carried away close to the deck. It was now hanging over the port side with the crosstrees against the hull and lines were streaming from her port quarter. The port rails, stanchions and the forward trampoline were all missing and she was lying with her starboard beam to the sea.

The lifeboat arrived on scene at 1124 and was taken up to the stern of the casualty, between the catamaran's two hulls, and a drogue thrown to the skipper to stream from the starboard hull.

The manoeuvre was so successful that the coxswain was confident he could place a crewman with a radio aboard the catamaran and take the casualty in tow rather than try to take off the elderly survivors.

Crew member Peter Wood volunteered for the job, and after the drogue had been recovered the lifeboat was again taken between the two hulls so that crew member Woods could jump onto the casualty, landing in an inflatable dinghy lashed between the hulls.

He decided that the mast would have to be cleared away before towing could commence. With tools provided by the skipper he finally accomplished the difficult and painstaking task. One problem seemed to be replaced by another, with crew member Wood working in precarion 1/ettum ous positions aboard the yacht.

At 1218 the coxswain was finally able to pass a towline which was secured to a bridle which Peter Wood had fabricated.

Course was set for Falmouth, but as the lifeboat approached Zone Point the wind changed and the lifeboat had to steer a more south-westerly course to avoid the confused sea and swell.

As the lifeboat and casualty altered course to run down-sea into the Fal Estuary the casualty surfed down a large sea and over-rode the towline, which became wrapped around the port hull.

The lifeboat had to be manoeuvred to create slack in the towline and crew mem-ber Wood and the skipper pulled in the bridle and cast off the tow.

With all the rigging clear of the hull the casualty's engine could be started and, as she was now in the shelter of Carrick Roads she was able to proceed to a mooring under her own power, escorted by the lifeboat.

The lifeboat returned to her berth and was ready for service again by 1435.ATLANTIC RE-LAUNCHES FOR SECOND CASUALTY Local knowledge vital in rescue of two missing boardsailors Helmsman Martin Icke of Portsmouth's Atlantic inshore lifeboat has been awarded the Thanks of the Royal National Lifeboat Institution inscribed on Vellum after the lifeboat rescued two windsurfers following two searches on 24 October 1995. It was due to Helmsman Icke's knowledge of local tides and currents that both men were found.Crew members John Brooks and Rikki Chamberlain will be awarded Vellum Service Certificates and crew member Paul Venton will receive a letter of appreciation from the RNLI's Chief of Operations.

The lifeboat crew showed great dedication in re-launching to search for the second man, and in his official report, Leslie Vipond, divisional inspector of lifeboats for the south said, 'Helmsman Martin Icke showed a very high standard of seamanship and leadership when Portsmouth's Atlantic 21 rigid inflatable lifeboat launched in extreme conditions for this class of lifeboat to the aid of two sailboarders in great difficulty. His local knowledge and an acute appreciation of local tides were instrumental in the landing of one survivor and the saving of the life of the second. His crew had absolute faith in his abilities and backed him up totally. Their first aid and care of the survivors has been praised by many.

on Vdtwn These two incidents could be taken as two separate services, and as such, they were both good, workmanlike services, but, having completed one demanding service and feeling tired and in need of a hot bath, to then set out and do it all over again to the same high standard, is not something that just anybody could do.' The service began at 1435 on Tuesday 24 October 1995 when Solent Coastguard reported that a sailboarder had lost his rig near the entrance to Langstone Harbour and was being swept seawards.

Portsmouth's Atlantic, City ofPortsmouth, launched into an ebb tide of eight knots with a Force 8 winds and helmsman Icke conducted a careful search in 10ft to 15ft waves, moving towards the harbour en-trance.

The Coastguard helicopter then reported a sailboarder close inshore of West Winner Bank and knowing the tide and current pattern Martin Icke was able to take the lifeboat straight to the man. At 1545 he was brought on board the lifeboat, placed in a thermal suit and taken to Hayling Island beach. From there an auxiliary coastguard took him to hospital.

The lifeboat then continued to search in case there was another man in the water until the Coastguard called off the search at 1604. The lifeboat could not be recovered as the ebb stream was running against the gale and causing a 4ft sea.

The crew waited for the conditions to change to recover the lifeboat, but at about 1725, just as they were doing so, Solent Coastguard requested an immediate launch to look for a boardsailor last seen near the entrance of Langstone Harbour an hour ago.

The wind was now Force 8-9 and although the sea was slight it was very dark with no moon. Helmsman Icke took the lifeboat towards the harbour entrance again, but when nothing was found used his knowledge of the tides to decide that the casualty would have been swept into Langstone Harbour.

The man was found, lashed to a wreck near an isolated danger buoy, and waist deep in water. He had used his sail to tie himself in position in case he was swept away and was extremely cold and in shock. The lifeboat crew took him on board and treated him for hypothermia until they reached the lifeboat station at 1803 to meet an ambulance. The lifeboat was recovered, refuelled and ready for service at 1830..