Short service iust 500 yards from station - but a surfer's life is saved Ashort but very difficult service by North Sunderland's D class inflatable lifeboat on 18 May 1996 undoubtedly saved the life of a surfer, and also led to the award of the Institution's Thanks on Vellum to her helmsman, Stephen Priestly. In his report on the service Guy Flatten, the deputy divisional inspector of lifeboats for the north remarked: 'it was carried out with great skill and courage by both crewmen.

Helmsman Priestley demonstrated excellent seamanship and determination. He handled the lifeboat superbly in the surf and the lifeboat could well have capsized had he not read the 10ft seas so well. Many local people were impressed with the way both men coped with the situation.' The surfer was first seen to be in difficulty about 500 yards north of North Sunderland harbour and the 16ft D class inshore lifeboat, with Helmsman Stephen Priestley and crew member Darren Shell on board, was launched within minutes.

Once clear of the harbour she was exposed to the full force of a 10ft to 12ft swell rolling in from the north east.

The casualty was found some 100 yards offshore, inside the surf line and in an area where a rock scar protruded from the land without a beach. Stephen Priestley chose his moment to take the lifeboat into the surf, making towards the man on the back of a wave. But before he could get the lifeboat alongside the surfer, he saw a large wave approaching which was about to break.

Aborting the run in, he turned the lifeboat to port and took her about 40 yards south to where the wave had not yet broken. From here he was able to take the lifeboat back out clear of the surf ready for another attempt.

Speed Heading back into the surf again he managed to get alongside the man, who was greatly distressed and was thrashing about in the water even though another surfer had stayed alongside to try to calm him down.

Crew member Darren Shell began to pull the man aboard the lifeboat, while Stephen Priestley stayed at the helm watching the seas.

Speed was all-important as another 10ft wave appeared, and was about to break on the lifeboat.

At the last moment, Darren Shell managed to get the casualty and his surf board into the lifeboat. The direct route back out to deep water, and safety, was blocked by the breaking wave so, North Sunderland North Sunderland North Division having made sure that the other surfer could get ashore safely, Helmsman Priestley powered the lifeboat to the south just inshore of the breaking wave until he found a spot where he could turn to port, break through the wave and escape out through the surf.

Meanwhile Darren Shell had to put his full weight on the port bow to prevent a capsize and at the same time keep the panicking man in the bottom of the lifeboat.

The D class then landed the man at the lifeboat station, where he was looked after by the station officials.FIRST MEDAL SERVICE FOR TRENT CLASS Eleven-hourservice in Force 11 winds saves six Coxswain David Mason could hardly have known how many 'firsts' he was going to notch up when he took Great Yarmouth and Gorleston's new Trent class to sea at 0500 on 29 August.

He knew that it was his first 'shout' as coxswain, and he may have guessed from the conditions in the harbour that it would be the first time that they had taken their six-month old lifeboat into such severe weather.

What he couldn't have known is that the next 11 hours at sea in Force 11 winds and terrible sea conditions would win him and one of his crew the first gallantry awards for a service in a Trent class lifeboat.

Just a quarter of an hour beforehand the station had heard from Yarmouth Coastguard that the 33ft yacht Olline was in trouble 28 miles to the NNE. She was taking water in Force 11 winds and mountainous seas and one of the six people on board was thought to have a broken neck.

David Mason took Samarbeta down the Holm Channel at 17 knots to allow the crew to prepare for the rough passage out to the casualty. But once clear of the shallows he opened up to the Trent's full service speed of 25 knots - which she was able to maintain despite losing the shelter of the land and encountering Force 11 winds and 12ft to 14ft seas on top a large 20ft swell.

An RAF helicopter with a doctor on board arrived at the yacht at 0549, but after several attempts decided that it was too dangerous to put him aboard. It The Lifeboat Trent class Samarbeta Operational Number 14-10 The Crew Bronze Medal: Coxswain David Mason Thanks on Vellum: Asst Mech Stephen Bertram Medal Service Certificates: Mechanic Patrick Lee Crew members Christopher Smith Geoffrey Wing remained overhead and was able to keep the lifeboat informed of Olline's position as she drifted south and also enabled the crew to use their VHF direction finder on their radio transmissions.

When the lifeboat reached the scene at 0645 visibility in the driving rain and spray was so poor that she was only visible 200 yards away - being p Great Yarmouth and Gorleston Great Yarmouth and Gorleston East Division driven downwind with no engine and with a wildly flapping headsail still hoisted.

By nowthe helicopter was low on fuel, butan attempt to put the doctor aboard the lifeboat had to be abandoned when the winchman was blown nearly horizontally away from the helicopter in the 60-knot wind. Before leaving the scene the doctor provided some medical advice and Steve Bartram -a first aider and emergency mechanic-volunteered to go aboard Olline.

The first attempt failed when the yacht - running downwind - suddenly sheered off across the lifeboats bows. David Mason went full astern to avoid a collision - and reckons there was a coat of paint to spare. Only on the fifth attempt did Steve Bartram manage to leap into the yacht's port rigging.

With Samarbeta standing by about 50ft away he wentbelowtotendthe injured man-laterfound to have a broken collar bone - and wedge him securely in place for the trip home.

With a bridle rigged around strong points on the yacht to take the strain of the tow David Mason brought the lifeboat in and passed a heaving line - but the tow line itself was so heavy that Steve Bartram could not retrieve it even after hauling in the heaving line three times.

At the fourth attempt the lifeboat was brought in so close that the tow line itself could be passed over and finally at about 0845 the Trent began the tow back towards the NNW - straight into the weather. She was by now some 29 miles ESE of Lowestoft.

After ten minutes Steve Bartram told the coxswain that the flogging headsail was making the mast whip badly and they would need to head downwind for a while so that he could cut the sail away.

This was done and the slow progress continued - down to 2 knots at times because of the weather and the need to minimise movement for the injured man's sake. Crabbing across the tide and weather she inched into the shelter of the land and was eventually able to make better progress.

By 1600 she was off the pier heads of her home port and was able to bring the yacht and the six survivors to safety.CREW MEMBER INJURED Mersey saves five despite loss of one engine When the remnants of Hurricane Lili swept up the Channel on 28 October it not only caused considerable damage ashore but also caught out a 90ft modern yacht, well-found and fitted with modern equipment. The night will be one which Coxswain Chris Haw will remember, for with one engine out of action and one crew member injured he and his crew managed to take five people off the yacht - earning him the Institution's Bronze Medal.

The winds circling the depression which had once been Hurricane Lili had already had plenty of time to build up a massive sea when Portland Coastguard told Swanage lifeboat station of the plight of the 90ft Be Happy. She had broached twice and was taking in water through a shattered window, the hydraulic steering was failing and her electrics shorting out. She was now drifting in hurricane force winds 22 miles to the south of the station.

The station's own lifeboat was away for survey, so at 1945 the relief Mersey Lifetime Care launched and headed just east of south towards Be Happy's position. Ten minutes later she left the shelter of Anvil Point and met the full force of the weather. Heavy squalls driven by the Force 9 to 12 SSW wind reduced visibility to 100 yards and the swell was up to 25ft high.

A rescue helicopter arrived at the casualty at 2004, enabling the lifeboat crew to use their VHP direction finding equipment Swanage South Division The lifeboat Relief Mersey Lifetime Care Operational Number 12-11 The crew Bronze Medal: Coxswain Christopher Haw Medal Service Certificates: Asst Mech Martin Steedon Crew members David Corben Robert Aggas Christopher Coe Terence Pond 10 to home in on Be Happy.

However, the conditions were beginning to tell on Lifetime Care. First the radar failed and then the starboard engine had to be shut down after losing its cooling water. She continued south at about 8 to 10 knots on one engine and with the help of the helicopter's searchlight was able to close in on the casualty at 2120. The yacht was trying to make to the north, but was being set rapidly to the east by the storm force winds and eastgoing tidal stream.

Be Happy's crew wanted to stay aboard, but Chris Haw told them that towing was not possible in the prevailing conditions, and after watching the yacht knocked down twice more at about 2137 he asked them again what their intentions were - adding that when the tide turned againstthe wind in about an hourand a half the seas would worsen, and make it very difficult to abandon the yacht.

The skipper decided that the time had come to abandon and .the lifeboat began to move in. Be Happy was heeling considerably in the 60-knot wind and rising and falling violently in the heavy seas. The lifeboat's starboard engine cooling system had been refilled and at the last minute it was restarted. With heavy fendering in place, five crew members on deck and the helicopter providing illumination Lifetime Care moved in. The casualty had the wind and seas on her port quarter and her four crew were ready at the starboard rails while her skipper stayed at the wheel until the last minute.

Chris Haw brought the lifeboat in under the leeward bow, knowing he had only one attempt before the starboard engine failed again, and the four people jumped. The two vessels were moving so violently that as they came together they rolled together, crushing the Mersey's rails inboard and injuring four of the lifeboat crew members - Chris Coe suffering a badly broken arm.

Shut down Theyacht skipper managed to free his harness and leap aboard, and as he clung to the radar support the coxswain brought the lifeboat hard astern and away from the casualty. The starboard engine had overheated after just two minutes, but only now could it be shut down.

The lifeboat hove-to while Chris Coe was given first aid, and at 2206 Lifetime Care was at last able to head north back towards Swanage. Such was the pasting that the Mersey was receiving that the Decca Navigator had now failed, so the helicopter escorted her as she headed home at about 7 knots.

The injured crew member could not be evacuated because of the conditions, and it was not until 0010 that the lifeboat was put alongside her slipway and Chris Coe and the survivors landed.

Fortuitously the station's own Mersey was ready for collection the following day, replacing the relief boat as she was withdrawn for repair.

Be Happy was last seen blowing off the leeward at about four knots, and subsequently went ashore on the Isle of Wight.

* See page 7 for comments by the skipper of the yacht Paul Fryer.MERSEY THROWN ON HER BEAM ENDS BY BREAKING SEA Two lifeboats save six from yacht in storm conditions Aldeburgh and Lowestoft lifeboats were both involved in a long, arduous service in Storm Force winds and extremely heavy seas when they rescued six people from a yacht in the North Sea at the end of August.

Conditions were so bad that one breaking wave picked up Lowestoft's Tyne and hurled her towards the smaller Mersey, which was thrown over on to her beam ends as the wave broke over her. The long service in such awful conditions has not surprisingly earned the coxswains of both lifeboats the RNLI's Bronze Medal and the Institution's Thanks on Vellum for Shane Coleman (known as 'Bert') - Lowestoft's second coxswain - who was put aboard the yacht for the evacuation and the long tow to safety.

The casualty was the yacht Red House Lugger, belonging to Red House School. She had been on passage from Holland with her skipper, a schoolmaster and four 16 and 17-year-old pupils aboard when she suffered storm damage and put out a Mayday call at around 0800 on 29 August, reporting her position as 30 miles SE of Lowestoft.

The call was passed on by another vessel as a Mayday Relay to Yarmouth Coastguard, who contacted Lowestoft lifeboat station to request an immediate launch.

Meanwhile the Mayday Relay had been overheard further south by Aldeburgh's coxswain Mechanic Ian Firman, who was in the boathouse at the time, and soon the station's Mersey Freddie Cooper was launching from the open beach in a full gale from the north west. The launch was made difficult by a very rough sea, a 4m swell and 2 knot tide but once clear of the first set of breakers Freddie Cooper was able to head off to the east towards the yacht's position.

Worse conditions Conditions worsened as she lost the shelter of the coast, with visibility reduced by driving rain and blowing spray. With the wind by now Force 11 on the port quarter the Mersey continued down the quartering seas at full speed - although she broached completely on one wave and ended up headed west before the situation could be retrieved.

Meanwhile further up the coast to the north Lowestoft's Tyne class Spirit of Lowestoft had put to sea under Coxswain John Catchpole and she too headed at full speed towards the yacht's position. Her south-easterly course also put the weather on her port quarter, and she too was experiencing Force 11 winds and 20ft seas.

Although she did not broach she was continuously shipping water over her windward side and was also hampered by the very poor visibility.

As the two lifeboats converged on the Lowestoft and Aldeburgh East Division yacht an RAF Seaking helicopter located her but could not contemplate winching the crew off in the atrocious conditions. The helicopter stayed with Red House Luggerand relayed her position to the lifeboats as she was driven 15 miles south by the tide and storm force winds.

The cargo ferry Norking had also responded to the Mayday, arriving at the casualty at 0848 and standing by to windward of her to provide what shelter she could.

Both lifeboats arrived at about 1018 to find the yacht steering a very erratic course. She had her engine running but a headsail had been lowered but not stowed, so that the wind sometimes caught it, swinging the bow downwind.

Breaking The two coxswains decided that Aldeburgh's Mersey would try to put a tow aboard the yacht, but as she approached cautiously with most of the crew on deck Ian Firman glanced astern from the helm and was horrified to see Spirit of Lowestoft on the face of a wave so large that it towered over her stern even though her bow was not yet in the trough. The Tyne was being hurled towards him by the wave so Coxswain Firman accelerated away to avoid a collision. As he did so the wave caught up with the Mersey and began to break. Freddie Cooper surfed out of control in the broken water and Coxswain Firman thought she might drive her shoulder under and capsize, so he throttled back and shouted to the on-deck crew to hold on.

The Mersey was laid over by the wave until the wheelhouse windows on the port side were completely under water and the forward windows were obscured. Such was the angle of heel that alarms were triggered and Coxswain Catchpole aboard the nearby Tyne was convinced he could see Freddie Cooper's starboard propeller clear of the water - commenting that it was still shiny! Fortunately the lifeboat's crew were all still aboard and uninjured although one of them had been completely immersed and his automatic lifejacket had inflated.

The plan to tow the yacht was abandoned and Aldeburgh lifeboat moved in again to take off half the yacht's crew, the remainder to be taken off by the Tyne.

Narking closed in to provide a better lee, but the yacht suddenly steered out round her stern and had to be guided back into the small amount of shelter provided by the ferry's bulk.

With the casualty steering straight downwind Coxswain Firman was able to put the Mersey's starboard bow up to the yacht and three of her crew were snatched to safety.

Watching from a safe distance Coxswain Catchpole aboard Lowestoft's Tyne decided that as the yacht was not under control - she had made a 180° turn just before the Mersey approached - it would be safer to put someone aboard to oversee the transfer of the three remaining crew.

Leaped With Red House Lugger running downwind in the lee of the large ferry Spirit of Lowestoftclosed in and Second Coxswain Bert Coleman leaped aboard the yacht at the first attempt.

Taking control of the casualty he mustered the remaining three people on deck, and once again Coxswain Catchpole brought the lifeboat's starboard shoulder up to the yacht's port side so that the three could be hauled aboard the Tyne.

With all the survivors safe it was decided to try to tow the yacht in. She had no suitable cleats to take the towline so Bert rigged a bridle round the deckhouse to spread the load.

LOWESTOFT Return track of both lifeboats and tow The yacht was out of the lee of the ferry by now, rolling heavily beam-on to the sea, and it took two attempts to pass the tow line. With the errant sail secured the long tow ashore started at 1115, heading for Harwich which was 35 miles away to the west at about 5 knots (Lowestoft was the same distance, but upwind).

Aldeburgh's Mersey fell in astern as escort, ready to move in quickly if Bert had to abandon the yacht.

Pump An hour and a half later the bridle parted and had to be renewed and Bert also had to pump the casualty for 15 minutes at a time as water was coming aboard and making her sluggish. He was eventually able to plug two broken windows to reduce the inflow.

The conditions improved slowly as the three boats began to gain some shelter from the land and Freddie Cooper moved off at full speed to put her three survivors ashore at Shotley, inside Harwich Harbour. She refuelled at Harwich and returned to Aldeburgh where she was recovered at 2005, after nearly 12 hours at sea.

Spirit of Lowestoft continued with the tow, and although better progress could be made in the more sheltered waters it was not until 1900 that the yacht was safely secured in Shotley Marina and the Tyne could refuel at Harwich lifeboat station.

With an even longer trip home than Aldeburgh's Mersey it was not until 2336, more than 15 hours after she left, that she was safely secured in her home port and ready for service again.Lowestoft The lifeboat Tyne class Spirit of Lowestoft Operational Number 47-020 The Crew Bronze Medal: Coxn William Catchpole Thanks on Vellum: 2nd Coxn/Mech Shane Coleman Medal Service Certificates: Asst Mech Peter Foskett Crew members John Fox Charles Buckingham Malcolm Honon Graham Shillings Aldeburgh The Lifeboat Mersey class Freddie Cooper Operational Number 12-34 The crew Bronze Medal: Coxn/Mech Ian Firman Medal Service Certificates: 2nd Coxn Michael Testoni Crew members Leslie Warner Peter Cook Steven Saint Christopher Baker Kevin ClarkeRESCUEING A RESCUER Atlantic's engines swamped as she tries to rescue trapped lifeguard Conditions were so bad on the East Coast of Britain on 29 August that Cullercoats' Atlantic 21 was involved in a medal-winning service within the confines of the harbour. Despite the supposedly sheltered surroundings a swell more than 15ft high was sweeping through the entrance and breaking heavily against the cliffs.

The lifeboat's engines were swamped time and again as she attempted to get close enough to a lifeguard trapped on a rocky ledge and the difficulties and determination shown have led to Helmsman Robert Oliver being awarded the Thanks of the Institution on Vellum.

Cullercoats Cullercoats North Division The lifeboat Atlantic 21 rigid inflatable Edmund and Joan White Operational Number B591 The Crew Thanks on Vellum: Helmsman Robert Oliver Framed Letters of Appreciation from the Chairman: Crew Members Mark Charlton David Pendlington 14 The lifeguard was trapped on a rocky ledge inside the harbour, only about 250 yards south of the station.

Even though the boathouse was tucked into the northerly corner of the harbour and the breakwater was providing some shelter, the strong northerly wind was driving a 6ft swell into the harbour and on to the beach.

f Driving clearof the breakersjust after 1600 Helmsman Oliver made a few passes up and down the bay to assess the conditions and warm the engines through. Once outside the protection of the breakwater the Northerly Force 7 was kicking up a sea more than 15ft high which was breaking at the foot of the 60ft cliff trapping the casualty - and bouncing back out.

Although breaking seas had not yet swept across the lifeguard's ledge it was surrounded by water and, with an hour left until high water, there was a real danger that he might be swept off.

Although a cliff rescue team had been called they had not yet arrived and Helmsman Oliver realised that it was essential the lifeboat tried to rescue the man immediately.

Submerged Driving in towards the cliff on the back of a wave he swung the lifeboat head to sea just 200ft from the ledge, where the anchor was dropped so that she could be veered down.

Although two or three large waves broke into the Atlantic she continued manoeuvring astern until she was only 30ft away from the rock. Just then an even bigger wave broke right over her.

The engines were submerged, driven against underwater rocks and, not surprisingly, stalled.

With no power the lifeboat swung round head-towind (which was not true to the wave direction) putting her shoulder to the approaching seas instead of her bow.

While crew member Mark Charlton heaved on the anchor warp to haul the lifeboat clear David Pendlington went aft to check the engines. The starboard engine was eventually restarted and the lifeboat was able to claw clear, retrieving her anchor as she went.

Once in clear water the port engine was restarted and Helmsman Oliver made a couple of test runs to ensure they were working properly again.

Another attempt was made to reach the lifeguard using the same method. Again the lifeboat was swept by waves, and again a larger one swamped her at the last minute, drowning the engines. This time Mark Charlton was swept out of the bows, where he had been tending the anchor warp and injured his face on the console as he was swept past.

The engines were eventually restarted and the lifeboat taken out into deeper water. Helmsman Oliver thought that the anchor might have been holding the bows down instead of allowing it to lift to the oncoming seas, so they decided to try again without it.

Bounced The lifeboat went in for a third time, riding the back of a breaking sea until she was just 50ft from the ledge. This time a wave bounced back off the cliff, submerging the engines and stopping them yet again. A 15ft sea was about to break, and as the helmsman desperately tried to restart the engines the two crew immediately realised the danger and were able to get the anchor overboard on a short length of warp. Fortunately it held even on such a short scope and before they could start paddling clear one engine started and they were able to get clear of the breakers again.

When both engines were running the Atlantic closed to about 50 yards to assess the situation again, but the crew could see that people ashore had realised the dangers and were beginning to organise a rescue bid.

Hosepipe Using the only materials to hand the men ashore lowered a hosepipe over the cliff attached to a harness and were eventually able to haul the lifeguard up to safety. Having stood by during the rescue the Atlantic returned to station - but even then her troubles were not over. She made a successful net recovery, but before the carriage could be pulled clear a large wave tilted carriage and lifeboat over to about 45°. Fortunately it landed upright, and the lifeboat was pulled clear safely.LIFEBOAT STATION AWARDED THANKS ON VELLUM Entire station takes part in long search for missing girl It is unusual for a lifeboat station to be awarded a Thanks of the Institution on Vellum, but this was the only way in which the dedication of almost the entire station could be recognised after they had taken part in a long, and sadly fruitless, search for a young girl. During the 20 hours the incident lasted the station's D class was at sea for eight hours, and also rescued two people and landed two more in separate incidents.

The first notification of the events came from Falmouth coastguard at 1903 on 4 June 1996, who told the station that two adults and a child were cut of by the tide at Sandymouth Bay some two to three miles north of Bude.

The station's D class inflatable Elsie Frances II was away only six minutes later, but despite the light WNW breeze a sizeable surf was running, and it took two attempts to clear the 8ft to 10ft break. Outside Bude Haven a large ground swell was running in from the west and there were breaking seas up to 500 yards out from the coast.

It took only six minutes to reach the scene, but with such an extreme surf running and with no beach to land on at that state of the tide there was no way the D class could approach closely. She stood-by, clear of the breakers, while a Coastguard team began to recover the casualties by rope up the cliff.

At 1941 they received some bad news. One of the people who had been successfully brought to the top of the cliff reported that the third casualty, a five-year-old girl, had been washed off the rocks and had not been seen since.

Search The D class immediately started a search of the area and a helicopter was scrambled from RAF Chivenor to assist. The Coastguard cliff team started a cliff top search and, once they heard the news, some of the RNLI station personnel also hurried over to Sandymouth by car to help the search.

An hour later it was decided that the lifeboat should return to Bude to refuel - so that both helicopter and lifeboat would not have to leave the scene for fuel at the same time - and the D set off for her station.

Just as she approached Bude two people were swept off the pier by the large waves, and the lifeboat went in to help. Crew member Gary Parkinson immediately jumped into the water, oblivious to his own safety, to grab one of the people who had struck his head on the pier and was in grave danger of drowning.

With the casualties and crew members recovered the lifeboat went into the Haven to land them and refuel-there was such a surge running in the harbour that it needed five people in the water to control the inflatable.

With a change of crew and an extra fuel tank the lifeboat set out again and was back in the search area by 2050 where she rejoined the helicopter.

Sunset was at 2120 and it would have been foolhardy to try to re-enter Bude Haven in the dark with such a sea running. So when the helicopter ran low on fuel and left at 2145 the lifeboat carried out one more sweep and then returned to station.

Stranded Again she encountered an incident as she returned to Bude, this time two people who had been moving their yacht to a different mooring had been stranded aboard when they lost their tender. Although they were not in any immediate danger they were picked up and landed at the lifeboat station.

By 2230 Elsie Frances was refuelled and ready to rejoin the search, which had been called off for the night and was to be resumed at first light.

At 0530 the next morning no fewer than 22 people connected with the lifeboat station assembled at the boathouse to launch the lifeboat and join in the search from the shore. With a third crew in charge the inflatable once again returned to Sandymouth Bay to search in slightly better - although still very rough - conditions.

Reluctant At 0905 the operation was stood down until a thorough beach search could be conducted later - which the lifeboat (with more fuel and another crew change) and many shorehelpers carried out from around midday.

After three hours of intensive searching nothing was found and the search was reluctantly called off at 1500, after 20 hours of intense effort.

Bude South DivisionThe lifeboat D class inflatable Elsie Frances II Operational Number D495 The crew Thanks on Vellum: Bude Lifeboat Station Framed Letter of Appreciation from the Chairman: Crew member Gary Parkinson.