PUMP FLOATED ACROSS TO LEAKING CASUALTY IN STORM FORCE WINDS Five saved in 12-hour service to sinking trawler Number North Division Number's Arun class Kenneth Thelwall was away from her station for 12 hours in winds up to Force 10 when a Belgian trawler started taking water to the NNE of the station on 12 November 1996.

The Arun class lifeboat had slipped her mooring at 0925, after being alerted by the Coastguard to the plight of the 100ft Noordpool, and headed out into a NE gale - conditions being so bad that the boarding boat had to be lifted back ashore rather than left on the mooring for fear of damage.

Clearing Spurn Point the lifeboat felt the full force of the weather, having to reduce speed to avoid leaping off the tops of the 25ft seas and slamming heavily.

It took just over an hour to reach Noordpool which was drifting with no engine or pumps and being swung through up to 180° by the 25 to 30ft breaking seas.

Two ships were standing by, with an officer aboard one acting as an interpreter for the Belgian trawler skipper. A helicopter had already landed one pump aboard, but that was no longer working and the trawler's position was becoming perilous.

Plotting her position it became obvious that with the tide about to change she would soon be swept on to a lee shore.

Coxswain Brian Bevan decided to put the lifeboat's emergency pump aboard, but with the wind at Force 10, the breaking seas up to 30ft high and the trawler's beams in the way it was not possible to come alongside.

Instead he decided to float it across. With the lifeboat positioned just upwind of the trawler's stern a heaving line was passed across - followed by a breeches buoy veering line with the pump, in its container attached.

Noordpool's crew were able to pull the pump across and aboard - and fifteen minutes later her bilges were dry and she was able to restart her engines.

However, the lifeboat's job was not finished yet, as she was to escort the trawler to Grimsby in case of further problems.

Although trawler and lifeboat arrived at the port at 1430 they had to wait until 1600 for the tide into the dock - and because of the terrible conditions at Spurn Kenneth Thelwall could not head for home until 2024, arriving back there about 30 minutes later.

The Lifeboat Arun class Kenneth Thelwall Operational Number 52-37 The Crew Coxswain Brian Sevan Christopher Barnes Leslie Roberts David Steenvoorden Peter Thorpe Robert White Arun stands by cargo ship in 70 knot winds Newhaven's relief Arun Duke of Atholl was involved in a service to a large merchant vessel on 19 November 1996, just a week after the Number service above.

This time the casualty was a 9,000- tonner which had lost engine power seven miles off Beachy Head. Although she had two anchors down she was dragging steadily towards the coast in a SSE wind whichwasgustingto71 knots-hurricane force.

The lifeboat had been called out to stand by her at 1042, taking over an hour to reach the position at reduced speed because of the atrocious conditions and 25ft seas.

The vessel, Robin, had already dragged for some two miles by the time the lifeboat arrived, but eventually her anchors held.

The lifeboat stood by in the heavy seas and 70-knot winds while Robin's crew tried to re-start her engines. After three hours the engines started-but a hydraulic problem with the windlass delayed them for another two hours.

It was not until almost 1800 that Robin was able to get under way, escorted by the lifeboat for an hour until all was confirmed well and the casualty could continue on her passage.

D CLASS FERRIES CASUALTIES OUT TO ATLANTIC Newquay South Division Two lifeboats rescue family and dogs from cliff face in heavy surf Both of Newquay's inshore lifeboats were involved in rescuing two adults, a baby and two dogs from a cliff after they had been cut off by the tide at Bedruthan steps on 30 July 1996. The service, in a breaking 6ft swell, was described by the honorary secretary as 'one of the most dangerous undertaken' by the station and was recognised by letters of congratulation from the RNLI's Director.

The Atlantic 75 Phyllis and the D class Lord Daresburybad launched at 1623, following a report that the family had been cut off and were some 9m up a steep cliff face backing the cove at Bedruthan Steps about three miles away.

When the Atlantic reached the scene about 20 minutes later a rescue helicopter had already arrived, but could not winch the casualties to safety because of the high, steep cliff backing the cove. A Force 4 breeze was kicking up a swell more than 6ft high which was breaking heavily against the base of the cliff. There was still an hour to go before Spring high water.

Conditions inside the little cove were too dangerous for the 7.5m Atlantic, so when the smaller, more manouevrable D class arrived a few minutes later it was decided to use her to run in through the surf and pick the casualties off the cliff face one at a time - transfering them to the Atlantic which would stay outside the surf line.

Jeremy Griffiths moved across from the Atlantic to the D, which then went in through the breaking seas to put him and D class crew member Ian Jepson ashore with lifejackets for the trapped family.

The D moved back out to the safety of deeper water while the lifejackets were put on and then went back in to take the mother aboard, taking her back out to the Atlantic.

The next trip was aborted when the infaltable was completely filled by a breaker, but the next three runs in were acomplished safely - bringing out a baby, then the father and two large dogs, and finally the two lifeboatmen.

With everyone safely aboard the larger Atlantic both lifeboats headed for home, arriving at Newquay at 1740.

Long tow in difficult conditions for Skegness and Humber lifeboats Skegness and Humber lifeboats were both involved in a long service when conditions became too severe for a classic, 1920s-built motor yacht on a delivery passage from Great Yarmouth to Amble on 19 December 1996.

With winds freshening to Force 9 her skipper was having difficulty keeping control and, also worried for the safety of his 17-year-old son, put out a 'Pan Pan' call. The call was received by Humber Coastguard, who asked Skegness1 Mersey Lincolnshire Poacher to launch.

She put to sea at 0344 and arrived at the yacht about an hour later, to find her wallowing heavily in a beam sea up to 15ft high.

Both her crew were affected by sea sickness so, despite the risks in the high wind and heavy sea, it was necessary to put two lifeboatmen aboard her. This was achieved after a couple of attempts and the motor yacht was then able to make about 6 knots down-sea towards Grimsby.

However, after about an hour the casualty's steering failed and she had to be taken in tow - an operation which took several attempts as the lifeboat crew aboard the yacht were working on a wave-swept and very slippery foredeck.

Just after 0700 Lincolnshire Poacherhanded over the tow to Number's Arun Kenneth Thelwa/l'-again a tricky task as the crew members and the drogue used to steady the yacht had to be recovered.

Humber put a crew member aboard and continued the tow towards the Humber River, making slow progress in the gale force easterly wind and heavy seas.

By 1015 she was able to find some shelter under Spurn Head where Dave Steenvoorden, the crew member aboard, and the yacht's owner were able to make temporary repairs to the casualty's steering, and by 1030 she was under way again, eventually leaving the yacht in the safety of Grimsby's Fish Dock Marina.

Writing to the RNLI later the owner, Terry Whitfield, said: 'I knew we were in danger, and I was determined that we were not going to die that morning...

The crew from the Skegness lifeboat were a very welcome sight and helpful and sympathetic to my son. The crew man from the Humber lifeboat was with us for several hours and his company was great, a very nice person. He would have loved a bacon sandwich and a cup of tea, but my son had been seasick over our provisions! I would like to repay him someday. I was extremely impressed with the RNLI and would offer my support whenever possible. Thank you.' Fraserburgh Scotland Division Pump passed to sinking fishing boat in gale and heavy seas Coxswain Albert Sutherland and the crew of the Fraserburgh lifeboat took over three hours to battle through the 10-12m seas and a full south easterly gale to reach the fishing vessel Hope Crest and her crew of six on Sunday 16 February 1997. The fishing vessel had begun taking in water while fishing 50 miles to the north east of the station and, despite the massive seas throwing the two vessels around, Albert managed to bring the vessels together, while avoiding major damage to either boat, so that a pump could be passed across to the fishing vessel.

The service won Coxswain Sutherland the Institution's Bronze Medal, and medal service certificates for the rest of the crew.

John Caldwell, Inspector of lifeboats for Scotland, said in his report of the nine-hour service in extremely adverse weather conditions that it was 'exceptionally well executed' and that the transfer of a pump in conditions that had defeated a rescue helicopter was 'testimony to the high standards of seamanship involved. The transfer of the pump, running and ready for use, was described by the skipper and crew of the Hope Crest as 'unbelievable'.' It had been at 18.27 when the station heard from the Coastguard that Hope Crest was in trouble.

They were asked to launch immediately.

Hope Crest had been pair netting with another vessel, Olive Ann, which was standing by and a helicopter from RAF Lossiemouth had already tried to lower a pump but had been defeated by the severe weather conditions. The winds were reported to be 40 knots, with the seas steep and closely spaced, reaching 12m at times.

Pumps The station's Tyne City of Edinburgh look both of the station's portable pumps and as she cleared the harbour she met the full force of the south easterly gale - blowing against an increasing flood tide.

As began to lose the shelter of the coast the seas and swell increased, reaching between 10m and 12m high.

Hope Crest had already lost electrical power and could not communicate with the lifeboat or Aberdeen Coastguard, and then, with the lifeboat about 20 miles from the scene, Olive Ann reported that her own MF aerial had been carried by a large sea.

About two miles from the casualty the Coxswain reduced speed to allow the crew to ready the portable pump for transfer. The searchlights were manned and the Tyne moved carefully in towards the casualty, which kept disappearing between the huge swells and breaking seas.

At 2105 the lifeboat was running alongside Hope Crest and Coxswain Sutherland asked her to turn away from the weather, on a northerly heading, to give the best chance of transferring a pump in the appalling conditions.

Hope Crest managed her turn to starboard and City of Edinburgh took up position on her port beam, slowly edging in to attempt the transfer.

Both boats were being picked up by the huge swells and being thrown down their face, so both speed and heading had to be constantly adjusted to avoid a collision Level A bag containing the suction hoses for the pump was thrown across as the boats came together, but the pump couldn't be transferred as the decks of the two boats were constantly at different levels.

One minute the lifeboat crew were looking down on the heads of the crew of the fishing vessel, and the next minute they were looking up at their faces.

Coxswain Sutherland had to swing the lifeboat away sharply to avoid a collision, and as she closed in for a second attempt she had to be put hard astern when the seas and swell threatened to throw the Tyne onto the casualty'as she rolled heavily towards the lifeboat.

As she rolled back to starboard the decks of both vessels came level for a split second, and the pump was passed across - with the engine running! With the pump in use to supplement her own equipment Hope Crest headed south west towards Fraserburgh at about four knots with the lifeboat in close attendance.

Such a slow speed was very uncomfortable for the lifeboat crew, with large seas twice throwing her onto her beam ends.

The fishing boat seemed to disappear at one point, but the skipper reported that he had merely lost all his navigation and deck lights.

At about 0100 the weather began to improve slightly, and Hope Crest was able to increase speed to 7 knots - which brought both vessels into the safety of Fraserburgh at 0230.

The Lifeboat Tyne class City of Edinburgh Operational Number 47-007 The Crew Bronze Medal: Coxswain Albert Sutherland Medal Service Certificates: Second Coxn Victor Sutherland Mechanic Tommy Summers Dpty Second Coxn Alan Smith Asst Mech Graeme Campbell crew members Rafael Alcaraz, Davy Sutherland St Agnes South Division Inflatable saves surfer in conditions outside normal limits for D class Helmsman Peter Roberts and crew members Gavin Forehead and James Dixon of St Agnes were aboard the station's D class lifeboat on 30 October 1996 in a service which saved the life of a surfer and won Peter Roberts the Institution's Thanks on Vellum.

Jim Drake, the deputy divisional inspector of lifeboats for the south said in his report that the service was in some ways typical of a large number carried out by D class lifeboats on the North Cornish coast. It involved a person in the water and the need to get out through the surf quickly to reach him. 'How this service differed', he said, 'is in the extreme weather conditions, which were well outside the guidelines laid down for this class of lifeboat'. He went on to praise the expertise of the crew which had enabled them to carry out the service safely and save the casualty.

Drifting Helmsman Peter Roberts had been working in St Agnes lifeboat house on 30 October 1996, when a member of the public rushed in at about 0950 to tell him that a surfer had been washed out to seaward of the surf line, and was drifting away in the wind and tide. He called the honorary secretary who in turn contacted the Coastguard to page the crew. The conditions were marginal for the inflatable, so he also asked for a helicopter to stand by while the lifeboat negotiated the surf - a request which was cancelled once she was safely out through the breakers.

The lifeboat, Blue Peter IV, was launched from Trevaunance Cove at 1000 into a south westerly Force 7 to 8, which was creating a rough sea with a 12ft to14ft ground swell breaking heavily on the beach.The surf on the beach would have simply overwhelmed the D class if a wave had broken over her but, relying on his experience and knowledge of the local conditions, Peter Roberts skilfully took her round the worst of the breakers and managed to get safely outside the surf line.

Actions This could not have been done without the quick actions of the two crew members in the bow, who shifted their weight to balance the lifeboat as she met the seas.

Once clear, Peter Roberts took the lifeboat past the surfer and turned head-to-wind to bring him aboard, although the wind blew the lifeboat beam-on to the sea huge seas during the pick-up.

The surfer and his board were dragged quickly aboard and the man checked for injuries. He was conscious and uninjured, so he was given a lif ejacket and told to kneel on his board in the lifeboat while Peter Roberts judged his moment to approach and come back in through the surf - taking the lifeboat over to the west side of the Cove where the surf was smaller.

The surfer and his board were landed on the beach and the lifeboat was refuelled and ready for service by 1040, just 50 minutes after the whole operation began.

Th* Lif.bo.t 0 class inflatable Blue Peter IV Operational Number 0453 Th* Cr«w Thanks on Vellum: Helmsman Peter Roberts Vellum Service Certificates: crew members Gavin Forehead. James Dixon.