Father and son trapped in cave Adifficult and dangerous service by Port Isaac's D class inshore lifeboat has led to the award of the RNLI's Thanks on Vellum to her helmsman Kevin Dingle and to a crew member, Mike Edkins.

The service, on 6 September 1998, made headline news when the two lifeboatmen became trapped in a cave and the station's lifeboat became a total loss.

The rescue was a classic example of teamwork by the emergency services, with Padstow's all-weather lifeboat, Coastguards, Auxiliary Coastguards, an RAF and a Royal Navy helicopter all playing their part.

The events began when Port Isaac's D class was launched after the Coastguard alerted the station to a boy being swept out to sea at Bossiney, some seven miles to the northeast.

Although the wind was offshore and only around Force 3 a very big swell was running up the coast, reaching 15ft to 20ft high where it felt the effects of shallow water.

Launching at 1656 the lifeboat, Spirit of the PCSRE with helmsman Kevin Dingle and crew members Mike Edkins and Paul Pollington aboard, was able to maintain full speed down the swells until having to reduce speed for the broken water off Tintagel Head. Cutting inside The Sisters rocks the lifeboat reached Bossiney inside half an hour, arriving at the same time as a helicopter from RAF Chivenor. Padstow's Tyne had also been launched to provide back-up and was making best speed towards the scene.

The swell was about 6ft high offshore, but was surging on to the rocky foreshore and breaking heavily.

By now the crew knew that they were looking for two people - the boy's father having gone into the water to help his son - and began to search along the rocky shore, paying particular attention to the caves.

Two caves proved to be empty, but Kenny Richards, the Port Isaac Coastguard auxiliary in charge, had identified one particular cave as a likely spot and directed the lifeboat towards it from a position on the rocks.

Glimpsed All three crew thought they could anchor and veer down into the cave, despite the sea conditions, and had actually reached the mouth of the cave and glimpsed the two casualties huddled at the back when disaster struck.

A large breaker bore down on the lifeboat, but Kevin Dingle kicked the lifeboat ahead to encourage the bow to lift, and the wave broke heavily just after the lifeboat had ridden it.

The next wave was the problem. It was described as 'a wall of water' and although Kevin kicked the engine ahead again to lift the bow the prop could not find any grip in the aerated water left from the first wave.

The lifeboat simply didn't lift to the sea, and a mass of solid green water swept through her with tremendous force, sweeping Kevin Dingle and Mike Edkins out over the stern.

Both men were dashed on the shore and swept into the cave. Mike Edkins was trapped for a while, wedged by his chest and back and, as the waves broke over him, he felt that he was starting to drown.

Kevin Dingle was more fortunate in that he did not become wedged, but he had to make a supreme effort and use the surge of the seas to climb to relative safety inside the cave. From here he was able to shout encouragement to the two casualties who were about 30ft away from him.

Meanwhile outside the cave Paul Pollington was left alone in the lifeboat, which had dragged her anchor and was now inside the cave mouth being The lifeboat: DclassD517 Spirit of the PCSRE The crew: Thanks on Vellum Helmsman Kevin Dingle Crew member Mike Edkins Chairman's letter of thanks Crew member Paul Pollington thrown against the roof with great force - breaking the canopy and an oar. Paul feared that she would be washed inside the cave and crush his fellow crew members.

The engine had stopped and was full of water, so Paul began to haul the lifeboat back out of the cave using the anchor warp.

This took considerable effort, but he managed it and, once outside the cave, began the post-capsize drill to restart the engine.

The downdraught from the helicopter had been blowing the lifeboat clear of the shore, but it moved away before Paul managed to restart the engine and the inflatable blew round broadside to the rocks. It was obvious that she had to be abandoned and the helicopter moved in to winch Paul to safety.

The lifeboat was washed steadily into the cave, hitting Mike Edkins on the way with such force that it knocked him free from the rocks which trapped him and allowing him to climb up close to Kevin Dingle.

Recede The D class began to break up, but the wreckage took some force out of the waves as they came into the cave. It was now about 1800.

Inside the cave conditions were extremely unpleasant. Mike and Kevin knew that they had to wait for the tide to recede before they could even attempt to get out, and they and the casualties had to endure fumes from the lifeboat's ruptured fuel tanks and the tremendous air pressure as the waves surged into the cave.

A helicopter from RNAS Culdrose and the Padstow lifeboat arrived at about this time, and although those ashore were convinced that it was impossible to get into the cave it did not stop Padstow's coxswain Alan Tarby trying to float a fender and then the small inflatable X boat down into the entrance, or the helicopter from trying to float a lifejacket in on a line.

All efforts were unsuccessful and with high water at 1839 and darkness falling everyone settled down for a very anxious wait.

TheTyneheldstation off thecave, illuminating the mouth with her searchlight, while coxswain Alan Tarby fought to keep her in position as close as he dared in the heavy swells. He estimated them at about 15ft high, although those ashore thought they were nearer 20ft.

The cliff rescue team started to make their preparations and positioned themselves about 150ft above the entrance - where they were joined by other Coastguards, most of the Port Isaac crew and helpers and even the Honorary Secretary of Rock lifeboat station.

Relief Finally, at about 2130 the tide had fallen enough for the crew members inside the cave to help the casualties towards the inside of the entrance and for the Coastguard team to reach the outside.

There was great relief when all four were brought out safely with only relatively minor injuries and airlifted to hospital. The lifeboat crew were shocked, badly bruised and suffering from inhaling petrol fumes but were discharged later that night.

The casualties were also shocked and bruised, and were suffering from hypothermia. The father had a dislocated shoulder and both were detained in hospital.

A replacement lifeboat was sent from RNLI headquarters and by 0300 the next morning the station was operating normally again - even before the wreckage of the ill-fated D517 had been recovered with the aid of the cliff rescue team. She was so severely damaged and wedged in position that she had to be cut up and dismantled before the wreckage could be removed.

Dutch Training Ship aground near Newhaven Newhaven's Arun was called out in a south-westerly gale on 21 October when the Dutch Training Ship Eendraht went aground off Newhaven as she was leaving the harbour.

The lifeboat was the first to arrive on scene at 0850 and was asked by the skipper if the 51 people on board could be evacuated- Despite very rough conditions on a lee shore coxswain Mike Beach was able to put the lifeboat between the casualty and the beach and made three attempts to take off the ship's crew. Eendrahtwas aground and listing to port and on one attempt the 200ft vessel was rolled on to the lifeboat damaging the bow roller and fender.

As a helicopter was now approaching it was considered safer for the crew to be airlifted to safety while the lifeboat stood by (see photo).

Some 40 people were taken off by the Coastguard helicopter and taken to a temporary shelter at the ferry terminal before it had to leave to refuel nearby. Its place was taken by a naval helicopter which took off the remaining trainees, the crew and finally the captain.

Meanwhile a tug had been called and had been able to put a messenger line aboard Eendraht. but this parted as the tug was also bumping on the shallows.

The lifeboat then passed a tow line - by backing down to the casualty through the breakers, the size of which are obvious from the photographs - but the tug could not move the heavy training ship and the line parted. Eendraht had to be left hard aground until she could be pulled clear two days later.

Marginal conditions J for D class rescue On Easter Sunday morning last year Mablethorpe's D class inshore lifeboat saved two fishermen in conditions which were on the absolute limits for the class. The successful service earned her helmsman, Tom Freeman, the RNLI's Bronze Medal-the first to be awarded to anyone at the lifeboat station.The station was first alerted at 0620 on 12 April 1998 by the Coastguard, asking them to launch to the aid of Lark, a 17ft fishing boat which had broken down in the surf off Saltfleet Haven some five miles to the north of the station.

After assessing the conditions, which were marginal for a D class, the lifeboat launched into an onshore Force 6 to 7 and a breaking 10ft sea.

Toadd to the crew's problems the air temperature was at around freezing point.

Eight shore helpers were needed to ready the boat at the shoreline and finally, at 0632, she was able to head out through the surf, which extended a quarter of a mile offshore. She then gained some sea-room before heading north towards the casualty's position, picking her way through the seas and swell.

Meanwhile a Coastguard Auxiliary team had made their way to the scene by road and could see the lifeboat making her way through the breaking seas. Directing her in towards the casualty they estimated the seas at 15ft, and warned her to exercise extreme caution and to stand-off if necessary.

Lark had tried to anchor but had lost her ground tackle and was now helpless as she drifted south, being set inshore by the wind and seas.

She was first spotted when only about a quarter of a mile away, when both boats were on the crest of a wave, lying beam-on to the seas about 100 yards inside the surf tine.

Helmsman Tom Freeman had to approach her very carefully, and passed close along her windward side to size up the situation.

He decided it would be both quicker and safer to pass a towiine to Lark and take her clear of the surf, rather than attempt a dangerous transfer and then take the two men ashore through a quarter-of-a-mile of breaking surf.

By running past inshore of the casualty and then rounding up into the seas the tow line was passed by crew member Ian Finnis and the weight of the tow taken up as gently as possible in the circumstances.

The plan was to take the casualty out through the surf and then hand the tow over to the Humber lifeboat, which had already been alerted, so that she could take the casualty to Grimsby.

Getting out through the surf was not easy, as the natural agility of the D class was hampered by the weight of the tow, but Tom was able to manage it and then maintain a north-easterly heading at about three or four knots to await the arrival of Humber's Severn.

She arrived at 0750 to find the Mablethorpe lifeboat some three miles off Saltfleet and 'treading water' in 'scruffy' conditions, as her coxswain put it.

While the D class heid her course and speed the Severn took off the two survivors, and then the lifeboats changed roles to transfer the tow.

The Severn held position, virtually stopped on a northerly heading, while the inshore lifeboat manoeuvred alongside. The first attempt was thwarted when the Severn rolled heavily and pushed the inflatable aside, but a different plan worked first time.

A spare length of line was attached to the D's towing bridle and the free end then passed to the Severn. As she took up the weight the bridle was released - and the Severn now had the tow.

As the Humber lifeboat set off for Grimsby with Lark and the two survivors Helmsman Freeman turned for home. The seas were such that he could not take the lifeboat straight downwind, having to zigzag to keep the waves on the quarters.

Eventually she reached home and, riding in on the backs of the largest waves, she was safely beached and recovered at 0836, Conditions throughout the service were on the very limits for a small inshore lifeboat and even Tom Freeman had to admit afterwards that 'in 18 years of service I've never been out in seas like that - and I really don't like the idea of going out in seas like that again!' Coxswain Brian Bevan of the Humber lifeboat was more succinct. 'It wasn't ILB weather' was his considered view.

The lifeboat Relief D class D500 The crew Bronze Medal Helmsman Tom Freeman Medal Service Certificates Crew members Ian FinnJs Darren Worthington Sjng I e h anded_saNor towed to safety Along and arduous service in gale force winds, heavy seas and wintery conditions in April 1998 has earned Paul Martin, the Coxswain of Skegness lifeboat the RNLI's Thanks on Vellum.

The service began at 1928 on 11 April 1998, when the Skegness Mersey class Lincolnshire Poacher launched after the Coastguard had informed them of a disabled yacht to the east of the station.

At Skegness the wind was northerly and about Force 5, but a moderate to rough sea was running and a 1 Oft swell was breaking at the top of the beach-high water having been about halfan- hour before.

The carriage-launched lifeboat cleared the surf and Paul took her east towards the casualty, a 44ft yacht called Sea Fever. The yacht was in radio contact with the dredger Sand Wader which was anchored near the off-lying Scott Patch and preparing to get under way to render assistance. From the dredger the lifeboat crew learned that there was only one person aboard the yacht and that she had no steering.

Picking her up first on radar and then visually the lifeboat was able to reach the scene shortly after 2000. to find Sea Fever heading roughly to the WNW and yawing violently. The sole crew could be seen in the cockpit, but could not be contacted by radio One headsail was set, catching the wind as she crested the seas and blowing her bow down to leeward, while her engine was running and the jammed steering was sheering her back up to starboard in the troughs.

The only solution was to put a crew member aboard to check the skipper's condition and ready the yacht for a tow. This would be difficult as another of her headsails was trailing over the side, the mains'l was loose on deck and the mizzen boom was thrashing from side to side as she rolled.

The wind here was Force 7 to 8 and with the ebb now running against it the windover- tide conditions were steepening the 15ft high seas.

Withthe lifeboat's starboard bow heavily rigged with fenders Coxswain Martinapproached from the yacht's port quarter while Sand Wader made a slow pass to windward to try to provide a lee.

In the heavy seas it took five approaches to the wildly bucking yacht before crew member David Sellers managed to jump aboard and a further two before Mick Abbot was able to join him - by which time Sand Wader's lee was well past.

The yacht skipper was found to be incapacitated by exhaustion and sea sickness but otherwise unharmed, so the lifeboat men tidied up the yacht and prepared her for towing. With the yacht's engine stopped and now lying beam-on to the seas Coxswain Martin found putting the tow across easier than the first approaches, and by keeping head-to-sea and coming down astern to the yacht's bow the line was passed at the first attempt.

With 25 fathoms of warp attached to a tyre for a shock-absorber and then a further 40 fathoms of warp to the lifeboat the tow began at about 2024.

There were two options. The first was to head down-sea to Wells and the Norfolk coast, but as all the harbours there dry out this meant keeping the casualty at sea until the next high water. The second option gave a longer tow upwind, but by heading for Grimsby the lifeboat could get Sea Fever into a harbour not restricted by the tide.

Paul opted for the second and, after a short detour to avoid the overfalls on the Inner Dowsing Bank, settling down at 6.5 knots into the wind and sea -the yacht's jammed steering keeping her permanently sheered out to starboard.

The tow had to be stopped twice, to re-secure gear on the yacht, but by 0002 after three-and-a-half hours of cold, wet and arduous tow the lifeboat and casualty were ready to enter Grimsby Fish Dock. The tow was shortened up, as it was too rough to contemplate an alongside tow, and the approach began.

It was tow water, but although the deep-draft yacht grounded once in the entrance and made contact with a pier she was soon put safely alongside in the deeper water of a lock.

Lincolnshire Poacnerwas now far from home and the long passage back to Skegness meant that she did not beach there until 0455 - nearly nine-and-a-half hours after launching.

The Lifeboat Mersey 12-008 Lincolnshire Poacher The crew Thanks on Vellum Coxn/Mech Paul Martin Vellum Service Certificates Crew members Richard Watson David Sellers Raymond McDermott Andrew Epton Brian Porter Michael Abbot.