Late in 1995, seven members of Dunbar lifeboat crew and their Coxswain, Noel Wright, attended the pre-commissioning training for their new Trent class lifeboat at RNLI headquarters in Poole. The final part of the course was their passage back to Dunbar, and the report of deputy divisional inspector Kieran Nash shows just what is involved, how the long passage gives the crew valuable experience with the boat, shakes out minor defects and how they are put right. . .Day One Poole to Brixham On 3 December Sir Ronald Pechell Bt, sailed from Poole depot quay for Dunbar. Sea conditions were calm with light south-westerly winds although, as visibility was only 200 yards in fog patches, close visual and radar lookout was needed. Visibility improved steadily and maximum speed was maintained. At 1500 the coxswain brought the lifeboat into Brixham Harbour, where she was refuelled, washed down and secured.

Day Two Brixham to Newlyn The next day brought moderate seas and a fresh north-easterly wind, as the lifeboat sailed from Brixham. Initially, there had been some problems setting up the laser plotter to run in Admiralty Raster Chart Service (ARCS) mode but this was soon rectified. Conditions remained moderate and visibility was good. At midday, while passing through the Plymouth exercise areas, the crew saw several NATO warships, including a German frigate. Shortly afterwards the Bridgemaster radar picture began to deteriorate and a Racal engineer was organised through HM Coastguard and RNLI operations to correct the problem on arrival in Newlyn.

The crew continued to make good progress with a specific person put in charge of navigation each day. The Electronic Chart System (ECS), with DGPS (satellite navigator) input worked very well and was quite 'user-friendly' provided the guidelines in the manufacturers manual were followed. The lifeboat performed very well and the crew's confidence continued to grow. Just after 1400 the lifeboat arrived in Newlyn to be greeted warmly by the honorary secretary and coxswain of Penlee lifeboat. After refuelling the Penlee crew were given a chance to try the Trent and gave very positive feedback.

The radar engineer arrived but had to return to Falmouth for a spare part which wasfitted later that night. The crew had decided it was prudent to have the radar repaired before leaving for Dunmore East, so departure was delayed until the following morning. The accommodation, food and hospitality was excellent, and the crew strongly recommend Penlee for lifeboats on passage! Day Three Newlyn to Dunmore East By 0900 the next morning the lifeboat rounded Lands End and headed across the Celtic Sea for Dunmore East. Sea conditions were moderate with the swell just abaft the starboard beam.

Course was altered on several occasions for fishing vessels, most of which were French registered. As the lifeboat came within VHP range of the Irish coast, assistance was given to Rosslare and Minehead radio stations who were carrying out transmitter tests. At 1515 the lifeboat passed Hook Head and entered Dunmore East harbour to a good reception. There was considerable local interest and the local lifeboat crew were taken out to give them experience with the new boat. It seemed hard to believe that it had taken just seven and a half hours to get to Dunmore East, on the SE coast of Ireland, from Newlyn in Cornwall. The Trent had gained two to three extra knots when down to about one third fuel capacity.

After refuelling again the lifeboat was washed down and secured for the night. While alongside the datum input to the satellite navigation system was changed to that of the local chart - resulting in a correction of some 150 yards, which brought home that it should not solely be relied on for pilotage or close inshore work.

Day Four Dunmore East to Valentia At approximately 0730 the Dunmore East station honorary secretary phoned the crew's accommodation to say that a fishing vessel was on fire off the coast. Dunmore East lifeboat had launched and 14-09 was asked to transfer four firemen to the vessel. Twenty minutes later the lifeboat sailed at full speed and arrived on scene, some 6 miles South of Dunmore East. Alida, a Wexford-registered beam trawler, was underway with an oil-based bilge fire in her engine room.

Two naval fire-fighters had been taken aboard by helicopter from an Irish naval vessel. Conditions were favourable but as 14-09 was about to transfer the firemen she was asked to withdraw and two firemen and their equipment were transferred by helicopter. By 0900 the fire was out and 14-09 and Coxswain Wright put the lifeboat's starboard shoulder onto A/ida's port quarter and carried out a safe and seaman-like transfer of the remaining firemen before escorting Alida to Dunmore East. At 1000, somewhat delayed, lifeboat 14-09 left for Valentia and maintained good speed, assisted by the following seas. At 1500 she passed the Fastnet Rock and some difficulty was experienced with the electronic chart system which was put down to a corrupted disk. Visibility was excellent and by late afternoon, as the sun began to set, the majestic cliffs andmountains of Kerry provided a spectacular background on the starboard beam. Gradually a full moon rose between two peaks and illuminated the sea. 14-09 entered Valentia harbour at 1900, refuelled and secured.

Day Five Valentia to Burtonport At 0745 the following morning 14-09, her decks lightly covered in frost, set course for the Blasket Sound with excellent visibility in the cold and crisp conditions. The multifunction display echo sounder ceased to operate above 18 knots, but the Furuno was unaffected and provided good backup. The wind and seas increased gradually as the lifeboat progressed North.

At 1400, the lifeboat's auto-pilot failed as she rounded the Mullet Peninsula, caused by a defect in the ball-joint on the steering ram. RNLI operations was contacted and spare parts ordered.

Sea conditions remained favourable as the lifeboat crossed Donegal Bay, with the crew continuing to make good progress with the equipment. At 1730, some 3 miles SW of Burtonport, Arranmore lifeboat called on VHP to say that she was sailing to meet and escort 14-09 through the narrow approaches to Burtonport Harbour. The local lifeboat led the way through the narrow channel and the Arranmore crew made everyone very welcome.

Day Six Burtonport to Portree The passage to Portree was uneventful, although about 50 miles north of Malin Head a 40ft whale was sighted some 20m off the port bow. Weather and sea conditions remained favourable during the passage up the Little Minch and the lifeboat secured alongside in Portree at 1900. A BBC film crew were making a Gaelic language children's programme and were most interested in the new lifeboat so they were invited on board for a short run the next morning.

Day Seven Portree to Peterhead At 0800 the film crew came aboard and took some excellent footage of the lifeboat and the crew at work, and as soon as they were landed the lifeboat made passage for Cape Wrath.

As the day progressed, sea conditions deteriorated and by midday, winds had increased to a Force 6 to 7 south-westerly, with rough quartering seas. The lifeboat handled extremely well and the steering system received praise from the coxswain.

At 1730 Pentland Coastguard asked for assistance to be rendered to a fishing vessel which had broken down off Scrabster. She was identified by VHF/DF and, in rough seas, Coxswain Wright put a tow aboard and she was taken into Scrabster - to some light-hearted accusations of poaching from the local coxswain! The lifeboat was refuelled and sailed for Peterhead arriving at 2245.

Day Eight Peterhead to Dunbar Heading South in calm seas and fair weather.

14-09 was met off Aberdeen by the local lifeboat, welcoming the first of the Trent class to Scotland.

At 1400, in the approaches to Dunbar, the station's Waveney and several local fishing vessels, came out to greet the new lifeboat and, with a piper aboard, the lifeboat arrived alongside in Dunbar at 1430 to a tremendous welcome from about 400 people on the quayside.

Summary During her eight-day passage 14-09 proved herself to be a most reliable and effective lifeboat, demonstrated over a distance of some 1,300 nautical miles and during two services.

Despite minor problems with the electronics the overall package is excellent. In particular the electronic chart system is a tremendous navigational tool, allowing accurate navigation to be carried out and displayed at high speeds and in all sea conditions.

The reserve of power available when manoeuvring alongside a casualty is an enormous asset, the deck speaker and intercom system is excellent, the seating arrangement is good but externally fitted electronic equipment should be better water-proofed. The auto-pilot is a welcome asset but rather over-sensitive in its present form and the bow-fairlead could be strengthened, particularly for vessels on a single point mooring.

Noel Wright and his crew were delighted with their new lifeboat and became a very effective operational team during the passage.

It was most satisfying to witness the transformation from a Solent and Waveney crew to a most effective and capable Trent crew. The Trent is user-friendly and complements the skills and dedication of our crews augmented by the RNLI's developing training programme.

On a personal note, I would like to congratulate all involved in the concept, planning and design of the Trent class lifeboat. No doubt, as with all new lifeboats, time and experience with the craft may highlight areas of improvement, but I am convinced that the basic package is very sound. She is a fine lifeboat and we should be very proud of what has been achieved..