Heroism and tragedy as ship goes ashore in 50ft breakers One Gold Medal Five Bronze Medals Two Thanks on Vellum with a 3,000-ton cargo vessel just yards off a rockstrewn coastline, and being driven inexorably ashore by breaking seas almost 50ft high, the crew of the Lerwick lifeboat had just one option if they were to save any of her 15-man crew. In incredible conditions they took their Severn between the casualty and the shore and with only yards to spare snatched five people to safety.

Their heroism and skill earned Coxswain Hewitt Clark the RNLI's highest honour, the Gold Medal, with Bronze Medals for each of her other five crew.

Tragically Bill Deacon, winchman on the Coastguard helicopter which saved the 10 remaining survivors lost his life when he was swept from the casualty. The RNLI has recognised his courage with a posthumous Thanks on Vellum, with a joint Vellum also going to the remainder of the aircraft's crew.

The conditions during this service were truly horrendous. A south-easterly of up to Force 11 had been battering Shetland for three days, and all ferry sailings had been suspended. The seas had time to build up to gigantic proportions, rolling in to the rocky coastline up to 50ft high.

In these conditions the refrigerated cargo vessel Green Lily developed engine trouble on the morning of Wednesday 19 November 1997, when she was about 15 miles to the southeast of the lifeboat station.

Although the Coastguard told honorary secretary Magnus Shearer about the problem at 0850 the lifeboat wasn't needed at that time as tugs had been alerted and were on their way to the scene.

The 225ft tug Tystie from Sullom Voe and the 210ft rig supply ship Gargano from Lerwick both set off for Green Lily's position, and by 1149 everything appeared under control. Gargano had established a tow line and was headed for Dales Voe Base just north of Lerwick where she planned to rendezvous with Tystie.

(Left) This is the comparative shelter of Bressay Sound - but the 55ft. 37-ton lifeboat still has to climb at an angle of 45" to surmount the seas on her way to the casualty.

Stills from a video shot from the Coastguard helicopter show the size of the seas during the service - despite the flattening effect of photographing them from the air. In photo (A) the tug Tystie manoeuvres close to Green Lily to put a tow line aboard while the lifeboat stands by. In photo(J|) the Severn closes in. The tow parts and with Green Lily's bow away from the wind and creating a slight lee the Severn has an opportunity to go in. Photo (c) shows the lifeboat being lifted by a sea as she approaches Green Lily's port rail... and photo (§) catches the moment when the casualty's crew arrive on deck and are waiting to be taken aboard the lifeboat.

Wind South East Force 11 One knot tidal stream North t Michael and Jane Vernon Maersk Champion Wind SE Force 11 1 5m seas Michael and Jane Vernon evacuates survivors while Maersk Champion passes close across Green Lily's bow and grapples her anchor cable.

Maersk Champion starts to tow. As Green Lily starts to come head-to-wind the lifeboat loses the lee and stands off while the helicopter evacuates the remaining crew.

Lily's anchor cable parts and she begins to drift ashore.

OPounded by the huge seas Green Lily grounds by the stern and winchman Bill Deacon is washed overboard.

But then the severity of the conditions began to cause problems. Just over half-an-hour later Gargano reported that the tow had parted, and with wind and sea conditions as they were it would take at least an hour to re-establish it.

With Green Lily drifting ashore at about two knots the situation was obviously now very serious, and at 1255 Lerwick's Severn Michael and Jane Vernon was asked to launch and the Coastguard helicopter 'Rescue Lima Charlie' was scrambled.

Inside Bressay sound (see chart) there was some shelter, if that is the word, with the wind south-east at Force 9 to 10 and seas over 15ft high.

Severity Coxswain Hewitt Clark took the lifeboat out of the sound while the crew strapped themselves in and prepared for what was obviously going to be an extremely rough passage.

Out of the sound the full severity of the storm hit them - Force 11 winds and seas now rolling in from the open sea - and Hewitt Clark had to slow the lifeboat down as she climbed seas which were now almost 40ft from trough to crest.

Giving the extreme seas off Bard Head a reasonable berth the lifeboat altered course to the north-east towards Green Lily- which was now only a mile and a half from shore and still drifting towards it at 2 knots. With the seas now just aft of the beam the Severn could show her paces and despite the massive waves she was able to average more than 20 knots, arriving at the scene at 1350.

The rescue helicopter had also arrived, but she could not attempt to lift anyone clear with the ship beam-on to the seas and rolling violently.

The tug Tystie had arrived ten minutes before and immediately tried to put a tow line aboard Green Lily. Manoeuvring as close as he dared to the casualty her skipper managed to get a heaving line aboard in a matter of minutes, but there were only two men on the fo'c'sle of Green L yand they were struggling to get the line aboard by hand - despite assurances by the Master that power was available at her windlass.

Eventually a third man appeared on the fo'c'sle, the line was taken aboard and by 1402 Tystie was able to report that the tow line was made fast.

Green Lily was still drifting inexorably shorewards in the violent conditions and was now so close that the waves were being reflected from the cliffs, sometimes reaching 50ft and breaking heavily.

The lifeboat stood off nearby, moving around the casualty but more often finding what lee she could off her port side while Tystie paid out her line ready to take up the tow.

Grave But at 1410 another catastrophe struck. In the massive, confused seas Green Lily was thrown heavily to port at the same moment that the tug was thrown to starboard. The winch could not pay out fast enough to prevent the line snatching, stranding and finally parting. Green Lily was now less than a mile offshore; engineless; with no tow line aboard; and the helicopter could not work the violently rolling deck. The situation was grave.

Hewitt Clark asked the Master to drop Green Lily's anchors to try to reduce her drift, but as he stood by off her port side in rapidly worsening conditions he did not feel that there was anything further they could do to help.

'Coxswain Clark demonstrated enormous courage, leadership, determination and seamanship...

...the crew of the lifeboat are an example of teamwork, courage and tenacity...' Guy Platten, Divisional Inspector of Lifeboats for Scotland in his official report of the service Some of the photographs on these pages are not of the highest technical quality Some are stills from a video-tape and all were taken under the most appalling lighting and weather conditions We feel that the content far outweighs any technical short-comings The Lifeboat., Severn Class 17-10, built 1996 Michael and Jane Vernon Funded by a gift from Mr J. Young and the Lerwick Lifeboat Appeal and named after the RNLI's Chairman from 1989 to 1996 and his wife Length: 17m (55ft 9in) Beam: 5.5m (18ft) Displacement: 37.5 tonnes Speed: 25 knots Construction: Fibre Reinforced Composite Range: 250 miles Crew: Six Powered by two Caterpillar turbocharged diesels, each producing approximately 1,200bhp.

Class introduced: 1995 ...and her Crew Coxswain Hewitt Clark Pilot Boat skipper. Joined the crew in 1965 and Coxswain Mechanic since 1979. Hewitt is currently the RNLI's most decorated lifeboatman with one Gold, one Silver and three Bronze medals and four Thanks on I Vellum.

Second Coxswain Richard Simpson Fish wholesaler. Joined the crew in 1983 and Second Coxswain since June 1997. Previous gallantry awards: one Bronze Medal and two Thanks on Vellum.

Emergency Mechanic Peter Thomson Oil Depot Manager. Joined the crew in 1983, previously joint Second Coxswain/Assistant Mechanic for nine years. Previous gallantry awards: one Bronze Medal and two Thanks on Vellum.

Emergency Mechanic Brian Laurenson Marine Engineer and Fisherman. Joined the crew in 1987. Previous gallantry awards: one Bronze Medal.

Crew member tan Leask Driver. Joined the crew in 1989. Previous gallantry awards: one Bronze Medal.

Crew member Michael Grant Butcher. Joined the crew in 1995. Previous gallantry awards: one Bronze Medal.

There did not seem to be any great urgency aboard the casualty and it wasn't until 1425 that one anchor was let go, on a relatively short scope.

The anchor did at least slow her drift and swing her bow about 45° into the wind, but by now she was less than half-a-mile from the shore.

Seas were breaking over her and she was still rolling so violently that the helicopter could not attempt an evacuation.

Hewitt Clark realised that whatever the dangers some sort of approach would have to be made if anyone aboard Green Lilywas to be saved.

The only possible approach was on the casualty's port side, to take advantage of what little lee there was, but to do so put the lifeboat between the rocks and the drifting casualty with very little searoom in which to manoeuvre.

The helicopter crew Joint Thanks on Vellum: Captain Norman Leask Based at Sumburgh, 13 years with Bristows and 22 years of SAR experience.

Co-Pilot David Gribben Senior First Officer, based at Sumburgh. Seven years with Bristows.

Winch Operator Paul Mansel Aircrewman, based at Sumburgh, 10 years with Bristows.

Thanks on Vellum: (posthumous! Winchman Bill Deacon Aircrewman, based at Aberdeen, 10 years with Bristows and 27 years SAR experience.

Bristow Helicopters are contracted to operate the SAR Coastguard services out Sumburgh. Stornaway, Portland and Lee-on-Solent by the Coastguard Agency.

• Captain Norman Leask is not related to lifeboat crew member Ian Leask 'She did well...' The Severn look a tremendous pounding alongside Green Lilybm damage to the lifeboat was remarkably slight and almost entirely superficial - a resounding testimony to the strength of her Fibre Reinforced Composite hull.

There was some damage to the anchor stowage and a stanchion and short section of toe rail had been torn from the deck, leaving the attachment flange still stuck to the deck. The loe rail is designed to fail m this way to avoid damage to the hull. There was also some damage to the tendering, a short section of which had been pulled away and in the region of the most severe impact there was a tiny ares of delarnination just 9m by 2m.

When the hull was examined from the inside there was no sign of any damage whatsoever, and just two pints of water had entered through some slackened bolts through the deck.

All of her equipment functioned perfectly throughout the service.

Both the coxswain and the RNLI's surveyor were in no doubt that the damage would have been far more severe ona conventional glassfibre lifeboat hull.

Hewitt remarked on the boat's power in the conditions and, with The masterful understatement of lifeboat coxswains who have successfully dealt with 50ft breaking seas and Force 11 winds, he added 'she did well, she's amazingly strong' .

Despite the extreme risks this was the only option, so Hewitt contacted Green Lily's Master and urged him to get his crew ready to evacuate before it was too late.

Taking to the upper steering position, exposed to the weather but with better visibility, he ranged the remaining crew along the lifeboat's starboard side and made ready for the approach.

The lifeboat closed to within 20ft or 30ft of the casualty's side, at times lifted above her decks on a crest and at others below her waterline in a trough. It seemed to take some time for the survivors to appear, with the casualty constantly drifting closer and closer to the shore, but eventually six or eight men made there way down The superb seamanship of the crews of all three tugs is also to be acknowledged by the Institution.

The RNLI'S Director, Brian Miles , will be sending Letters of Appreciation to the Masters of Gorgano, Tystie and Maersk Champion.

the casualty's port deck wearing lifejackets - and carrying their luggage.

Operating at the very limits of the boat and his experience Hewitt made hisfirst approach, driving the lifeboat's starboard shoulder against the ship's side. There was a constant danger of the lifeboat and casualty rolling towards each other, with potentially catastrophic results, and as soon as the lifeboat was lifted to deck level he had to abort the attempt and go hard astern on both engines to take her clear.

With the shore growing ever closer Coxswain Clark made numerous attempts to put the lifeboat alongside, often having to back away because of the violent motion of the two boats in the vicious seas.

Whenever the decks of lifeboat and casualty were level the crew grabbed a survivor and literally hauled them over the ship's rail and on to the lifeboat. Each time a survivor was brought aboard Hewitt had to take the lifeboat clear by going astern on one engine to swing the stern out, then astern on both to pull her clear. Only then could he line up for another run.

Slammed Every time the lifeboat went alongside she was slammed into the unyielding side of the ship, and the crew were convinced that she must eventually suffer serious damage. On one run the lifeboat became trapped alongside and, afraid that Green Lily would roll on top of her, Coxswain Clark had to go full ahead on the port engine and astern on the starboard to pull the stern round. This did cause some damage, with a stanchion, some toe rail and a short length of tendering carrying away.

Crew member Michael Grant was clipped on to the guard rail where the stanchion carried away but with the help of crew member Ian Leask the stanchion was brought back aboard and Michael's harness re-fastened to a secure point further aft.

He tore a tendon in the process, but carried on regardless of the pain.

With each passing minute the mass of seething white water which was the shore was growing closer and the lifeboat was left with less searoom.

Sometimes no-one was at the rail when the lifeboat went in, and on another run a survivor had such a firm grip on his luggage that the crew could not lift him aboard.

Unknown to the lifeboat crew the rig supply vessel Maersk Champion was attempting one last desperate manoeuvre.

In an excellent display of seamanship her Master drove his vessel close across Green Lily's bow, managed to grapple her anchor cable, paid out some line and began to tow her to seaward.

As her bow began to swing up into the wind the slight lee on her port side disappeared and the lifeboat could no longer get alongside. Just 200 yards from the shore she broke clear with five survivors aboard and stood by.

However, the manoeuvre which had stopped the lifeboat working made it possible for the helicopter to move in, for with the ship now head to wind the motion was considerably reduced.

As 'Rescue Lima Charlie' began the dangerous work of lifting the remaining ten survivors Green Lily's anchor cable parted and her fate was sealed.

Her bow paid off to starboard and very soon she was driven ashore by the stern, swung round beam-on and pounded by the huge breakers. It was approximately 1455.

Snagged Tragically the helicopter winchman, Bill Deacon, was washed overboard from Green Lily by a huge breaking wave and lost. He had helped ten men to safety before he lost his own life. The helicopter's winch wire also became snagged shortly afterwards and had to be cut to free the aircraft.

With conditions so extreme close to the shore the lifeboat dared not venture in close enough to search for Bill Deacon and returned to Lerwick to land the survivors.

Michael and Jane Vemon returned to the scene as soon as possible and made a close pass along the coast to try to find Bill Deacon. She was forced to abandon the attempt and turn head to sea after the first pass as darkness was falling and Green Lily had already started to break up. The water was littered with cargo debris, steel hatchcovers, pallets, oil and lines and the lifeboat's decision to abort the search was made after a huge wave broke over her quarter leaving debris and a film of oil all over her.

There is no doubt that the crew members rescued would have perished had it not been for your heroic selfless actions on that atrocious winter's day...' Gienda Jackson, Minister of Transport, in a letter to Hewitt Clark The previous Gold Medal...

The last Gold Medal was awarded 16years ago, posthumously to Coxswain Trevelyn Richards of the Penlee lifeboat. The award followed the tragic loss of the 47ft Watson class lifeboat Solomon Browne, her entire crew and four survivors she had taken off the coaster Union Star. The crew members were also awarded posthumous Bronze Medals.

The lifeboat had launched on the night of 19 December 1981 in circumstances with chilling parallels to the service to Green Lily. Union Star had also lost power and was drifting towards a rock-bound coast in storm force winds; conditions were so severe that a helicopter could not lift the survivors; and the lifeboat was working in extreme conditions just yards from the shore, being hurled against the side of a commercial vessel.

In 1997 however the lifeboat and her crew escaped with their lives -although the ever-present dangersare well illustrated by the sad loss of a brave helicopter winchman.

Tyn_e tows coaster and crew to safety in worsening weather When the 210ft coaster Ina lost power off the Devon coast on 4 November 1997 she soon found herself aground by the stern on the Mewstone, just off Bolt Head. With a south-easterly Force 7 blowing, and worse to come, Salcombe's relief Tyne Mariners Friend launched just seven minutes after being alerted by the Coastguard at 1628 and was soon on her way to help the ship and her seven-man crew.

It took around 20 minutes for the lifeboat to reach Ina, finding her aground and with her starboard anchor out - its cable hampering the most obvious way of approaching her.

Coxswain Frank Smith decided to take Manners Friend in astern towards the casualty's port bow.

and at the first attempt a heaving line was passed successfully.

The onshore near gale was kicking up a rough sea up to 10ft high on the lee shore and once Ina's crew had been persuaded to go forward and take the tow line Frank was able to let out about 100 fathoms (600ft) of line and begin to take up the weight of the tow.

It was clear that the casualty could be towed clear by the relatively diminutive lifeboat despite the wind and sea conditions, so the master was asked to weigh his anchor as the lifeboat took up the strain.

The coaster came off the rock relatively easily, but in the strong winds and lively sea both lifeboat and casualty slipped astern into Stonehole Bay before the Tyne was able to get way on both vessels.

However it did not take long to gather momentum and soon both vessels, with the lifeboat working hard against the Force 7 wind and 10ft seas, were moving forward and out into deeper water some one-and-a-half miles clear of the shore.

By this time Ina 'screw had been able to restart her engine and, once satisfied that the vessel was under her own power and in no immediate danger, the lifeboat released the tow at 1753, returning to her station by 1815.

Ina was able to make the safety of a sheltered anchorage in Torbay under her own power.

Although the service was made to look simple by the lifeboat and her crew the honorary secretary's comments in the Return of Service point out the potential dangers: This was a very prof essional service, conducted quickly and efficiently. Ina would definitely have broken up at Bolt Head in worsening weather on a lee shore if the lifeboat had not successfully towed her off the rock. One hour later the wind had reached Severe Gale Force 9...' • The service earned Coxswain Frank Smith a Letter of Thanks from the Institution's Chairman.

Sick watch-leader evacuated from sail training ship WHILE St Helier's Tyne was away for engine repairs (see story page 4) the relief Waveney Thomas Forehead and Mary Rowse I! was involved in a medical evacuation from the 130ft sail training ship Malcolm Milleron 24 November 1997.

Watch-leader Paula Trewick was taken ill while the schooner was on passage from Plymouth to St Malo, and after seeking medical « advice on the radio, the master decided she be taken to hospital as soon as possible.

St Helier was the nearest port, but the conditions made approaching the harbour difficult, so with the casualty just under 20 miles to the southwest the lifeboat launched at 1113.

Despite poor visibility and a Force 7 wind she was alongside the 300-ton vessel a little over an hour later.

The photo shows the difficulties involved in putting a 44ft lifeboat alongside a sizeable ship in a 10ft swell and rough conditions. Although the lifeboat disappeared under the schooner's stern at one point and the seas almost threw the lifeboat against the steel side of the ship a successful approach was finally made and the casualty and her partner safely transferred.

After being landed in St Helier Paula was diagnosed as suffering from pneumonia and later flown home to Cornwall after treatment.

I Five saved from stranded fishing vessel THE 75ft MFV Graceful begins to break up shortly after her crew of five had been taken off by Arklow's Mersey class lifeboat in the early hours of 28 November 1997.

The lifeboat had managed to float a pump down to Graceful and even to attach a tow-although the casualty was too f irmly aaroundtomc 3Dortea wnen throwt! - dll flVfl - takt.