The RNLI first issued protective helmets to their Waveney class lifeboat crews in the 1960's At some four knots faster than the older classes of 8 or 9 knot double-ended lifeboats, some concern was expressed about crew members' propensity for 'head banging' in the new 13- knot USCG 44' steel lifeboats.

The first inshore lifeboats had been ntroduced just before the Waveneys. The ILBs were considerably faster than the Waveneys but, with mainly rubber sponsons to bump into, helmets were not seriously considered for nearly a decade.

The second generation ILBs, the Atlantic 21 s, were put into service in the early 1970s and the need for eye protection then became paramount. The analogy drawn by ILB crews, travelling at 25-30 knots in spray, was of horizontal hail striking their eyeballs. Very unpleasant, as reported in the The Lifeboats Spring 1977.

A fixed visor, developed by the RNLI was press studded to the simplest of motorcycle helmets then available. This was the solution for the next decade but, by the mid-eighties, a heavier communications helmet with more internal protection had been established.

In 1992 the larger, stronger and even more comfortable Lazer Cruiser helmet, with integral visor, had been sourced for Atlantics and was soon available to the whole fleet, including ALBs.

By 1994, feedback from the coast indicated that none of the five helmet types then in service - Bump cap, Sonic, Top Tec, Centurian or Lazer - were really ideal for use at sea, having been developed for very different purposes.

The helmet and cordless intercom project was set up formally in 1995 to bring together the two hitherto rather loosely defined individual projects. On the helmet side, tank hats, equestrian, mountaineering and canoeing, as well as motor vehicle and motorcycle helmets had been evaluated by a variety of individuals. Inevitably what suited one crewman was not necessarily perfect for the next man.

Likewise with the cordless intercom, it's configuration had varied a number of times over several years of development and a final choice was extremely difficult.

The establishment of the combined project in Spring 1995 led firstly to a week's pilot trials by the trials team on the trials boat (the FAB 3 prototype ON 1179 - now the training vessel) with five senior coxswains on board. The research and development manager was also present as helmet project leader. A clear need for a lightweight (under 500gm}, close fitting, easy to clean, easy to hear through, strong 'skull cap' type helmet with adequate temporal and forehead protection, was identified.

From this, a basic one page specification was produced and submitted to five interested manufacturers. The interface of the cordless headset with the helmet had complicated the project but, early in 1996, three helmet manufacturers provided 12 samples each for comprehensive, comparative trials at stations around the UK.

Over a period of several months during the early part of 1996, 17 lifeboat stations in Scotland, Wales and England were visited by trials team members on alternate weeks, and an appropriate exercise carried out, each comparing the three types of helmets, in turn, on a full crew.

Furthermore, on at least half of the exercises, four cordless intercom prototypes were also available for evaluation and additional comment by all crews. The results of all this work was documented and summarised in August 1996 in a comprehensive report (see extract below), which also contained the results of a series of destructive tests carried out by the Defence Clothing & Textiles Agency at Colchester.

In parallel with all these RNLI sponsored developments, a number of other marine agencies with similar headgear and communications problems, hosted meetings to address the common problem and progress the solutions.

In June 1997, the British Standards Institution (BSD also became involved in destruction testing of, by now, the only potential marine safety helmet for the RNLI - the Gecko MSH. By early 1998, after involvement in several sets of experimental tests to three separate British Standards (Industrial, Mountaineering and Canoeing), the RNLI, BSI, MoD and Metropolitan Police, became loosely associated through an exchange of their strength test data on the Gecko helmets. The result was a private BSI specification, which the Gecko MSH passed, thereby achieving CE (Communaute'e Europeene) status. Production of the RNLI helmets started in March with issue commencing in April to Severn crews, beginning with Aith, the most northerly station in the British Isles.

Extract from Executive Summary: Helmet evolution has been very diverse in recent years with many complex safety standards also emerging in parallel.

Lifeboat crew accident reports over the last five years have indicated that some head accidents might have been prevented or reduced in severity by wearing helmets. PPE legislation may, together with faster lifeboats, ensure that the wearing of some form of headgear becomes compulsory.

It was concluded that the Gecko helmet be selected for AL8 usage subject to: a) increased strength b) improved features and professional appearance c) satisfactory ear piece noise reduction and ambient hearing qualities.

d) development of a single detachable visor.

Consequently, an improved strength, style and more professional version of the Gecko helmet has been ordered.

The Manufacturer's Tale by Jeff Sacree In an attempt to explain what's involved in creating a new product for an establishment such as the RNLI, I've been requested to account my involvement in designing and making a product suitable for the Institution's use.

Late in 1995, I ran a one man business making custom surfboards in fibreglass. I had developed a surf helmet, also in fibreglass, to prevent heat loss through the head and provide protection whilst surfing. A friend, who was a member of the local ILB crew, told me the RNLI were looking for a new helmet and suggested I gave them a ring.

I spoke to Mr Stuart Welford, who confirmed they were looking for a new helmet and had two companies working on the project with a three month deadline. However, if I had something to offer, he would have a look. With apprehension, but enthusiasm, I made a helmet in yellow and sent if off.

Surprisingly Stuart said the helmet had possibilities and, with a few modifications, may be suitable.

It was suggested that the front of the helmet, which consisted of a neoprene headband, be replaced with a fibreglass section to provide frontal protection. Within a week a modified version was sent, complete with RNLI lettering.

The helmet, known as Mk1, was well received but, due to its close fitting, the forehead section needed to be extended. Attention then turned to the ear holes which whistled at a speed of 30 knots. I then set about designing a series of ear protuberances to overcome this latest problem.

Mk2 had metamorphosed into Mk3. The opposition had retired from the race and the helmet bore little resemblance to its surfing father.

Further modifications, trials and tests were carried out resulting in Mk4. The helmet was much improved, totally redesigned and looking the part in white with red retro-reflective RNLI flashes down the sides.

The only problem left, which would prove to be the hardest to overcome, was its ability to pass stringent test procedures laid down by BSI.

After further modification, we passed the tests. This, however, threw up another problem and we had to increase the overall size of the helmet, again incorporating the modification (the dorsal ridge).

This set the project back another six months before we realised the cause of the next problem. We reverted back to our previous shell, fine-tuned the design and sent it back to BSI for testing. This was late 1997, at which stage we had a helmet which had 'passed', and an agreement to supply the RNLI. We just needed verification of the earlier tests, but this was not forthcoming and another Christmas would pass before that! In desperation we spent a whole day at BSI Testing, checking as many helmets as we could.

Armed with pages of very encouraging results I made my conclusions, number crunched with Stuart and compared his results, then submitted the twelve helmets required by BSI for CE testing.

We passed. Mk5 had done it, being light and far more complex than any of its predecessors, but it did everything that was expected of it and more.

The first 300 helmets have been delivered and the next delivery is being produced. It's been a long three years of struggle to achieve the three month objective, but I think we exceeded the requirement and all learnt a lot about helmets on the way! It is now mid-1998, the hejmet is receiving a lot of interest by other organisations and forces. The reaction of the crews that have to wear them? Well, that's another tale! The Project Officer's Tale by Stuart Welford Having already been involved with RNLI face protection in 1977, it was not surprising that, 21 years later, I was tasked with the full helmet project. Needless to say the problems were now much more complicated, the solutions more diverse, together with much more Health and Safety and Personal Protection Equipment (PPE) involvement.

It was sobering to realise how unsuitable some of the established helmets were for the task of marine crew head protection and yet how popular some of these helmets were with some lifeboat crews.

The project has taken roughly three years from formal tasking to helmet issue. During development and testing the compatibility of the helmet and its interface with protective clothing, lifejackets and the deck and cabin equipment on the lifeboats was noted. It has been particularly gratifying, in recent months, to be complimented by other marine organisations in respect of a number of features solved, such as:- • Quick and easy removal of helmet possible with lifejacket fully inflated.

• Ability to mount lifejacket light on higher point of helmet.

• Use of visor as a mini spray hood.

• Ability to use hood over helmet (to prevent water down neck).

• White best colour with retro-reflective materials in Man Overboard (MoB) situation, especially with lifejacket fully inflated.

• Ability to adapt to at least three communications systems.

The MoD Marine Police and the Metropolitan Police, Thames Division are also following the RNLI's lead in ordering the basic helmet, but with different communications equipment. Several Fire services, HMCG, HMC&E and other SAR organisations are believed to have made small purchases or initiated their own investigations and trials on the helmet Ongoing size and fit developments include a scheme in which the foam liners could be interchangeable. A great deal of experimentation is required, plus formal testing by BSI or other Notified Body, before such options can be implemented.

In conclusion, it must be said that the development work goes on in parallel with helmet issue to stations. For instance, the iifejacket light in a MoB situation at night, needs to be placed on the highest point - the head or helmet.

The photo (right) shows another ongoing development - investigation of personal flare with orange smoke - for the better detection of a lifeboat's MoB by day. But that's another story . . ..