Environmental disaster prevented Bronze medal for Thurso Coxswain and awards to Thurso and Longhope crews Thurso lifeboat Coxswain William Farquhar has been awarded the RNLI's Bronze Medal for bravery for his part in an incident involving the burning chemical tanker Mult/tank Ascania in March.

Coxswain Farquhar managed, with his 16m Arun class lifeboat, to take the 102m-long tanker in tow as it drifted out of control towards Dunnett Head.

The RNLI's Inspector of lifeboats for Scotland, John Caldwell said in his report that the incident could have involved loss of life and a major ecological disaster.

At 0305 on 19 March, Coastguards at Pentland received reports of an engine fire aboard the 102m-long chemical tanker Multitank Ascania. The casualty was carrying 1,750 tonnes of the highly flammable vinyl acetate monomer. The chemical is extremely irritating to the eyes, skin and lungs, and the vapour can be narcotic.

The master of the Multitank Ascania reported his position as three miles northwest of Stroma in the Pentland Firth. The Longhope Tyne class lifeboat Lord Saltoun launched at 0321. At the same time, the RAF Sea King helicopter was scrambled from Lossiemouth.

Twenty minutes later, it was established that the reported position of the casualty was, in fact, three miles northwest of Dunnet Head; there were 15 people on board, the vessel was disabled and drifting seven and a half miles North of Scrabster Harbour.'At 0355, the Thurso Arun class lifeboat The Queen Mother left her berth with Coxswain William Farquhar in command. He had eight crew on board in case some were needed to board the casualty to rig a tow. Weather conditions were severe - with a two metre swell, very rough seas, hail showers and a WNW gale blowing Force 8-9, preventing the lifeboat proceeding at full speed.

Difficult At 0420, as the Thurso lifeboat approached the scene, the Longhope lifeboat fell off a large wave, and Mechanic John Budge fell, breaking his leg. The Longhope lifeboat left the scene to land him at Scrabster. The RAF helicopter arrived on scene at 0431 and assessed the possibility of lifting off non-essential personnel.

But after a practice run, it proved difficult to place the winchman aboard the violently rolling casualty.

Coxswain Farquhar offered to put a line on board and tow the casualty head to sea to reduce the motion, but no-one on board the casualty was prepared to assist. Eventually the helicopter managed to get a hi line on to the casualty and lifted off 14 crew, leaving behind the master, who wished to remain with his ship. By this time the fire was getting worse, the casualty had been drifting southwards and, as the tide decreased, she was being set directly into Thurso Bay.

The Orkney Harbours tug Einar made an attempt to take the casualty in tow. The Thurso lifeboat picked up a line, which the master had dropped over the side, and passed it to the tug.

By 0610 the line was secured and the Einar began towing the casualty bow to bow.

But half an hour later, as the casualty was being towed to the northeast, the tow line parted and the master of the Einar reported there was nothing else he could do. The master of Multitank Ascania was ordered to put on a lifejacket and let go his anchor. The Coastguard helicopter was scrambled from Stornoway to lift him from the casualty. Meanwhile the tanker was drifting ever closer to Dunnet Head.

Catapulted Coxswain Farquhar manoeuvred the Thurso lifeboat close to the casualty and his crew managed to grab the floating mooring rope and establish a tow. Since the anchor had been let go, Coxswain Farquhar had to use full power on both engines. In 6m seas, the lifeboat was pitching and rolling violently, causing both propellers to come out of the water at times.

This, combined with the elasticity of the mooring rope, caused the lifeboat to be catapulted towards the casualty several times.

It first appeared the efforts of the Thurso lifeboat were having little effect. At one point the casualty was less than 400m away from the rocks at Dunnet Head. But by 0705 it was clear the lifeboat was making progress and the casualty was at last clearing the coast.

Throughout this operation the Longhope lifeboat, which had returned to the scene, stood close by the casualty in case the master needed to be taken off in the event of the tow parting.

At 0740 the tug Einar again took up the tow, but the anchor was still holding. The tug could not use full power for fear of the tow parting again.

Coxswain Farquhar had requested that two of his crew be put aboard the casualty to assist in rigging a proper tow. However, the Divisional Inspector advised that no RNLI crew should board the casualty due to the risk of explosion.

Evacuated The Master was winched off at 0819. He reported the fire was still burning and that the cofferdam, between the engine room and cargo, had been flooded to prevent the fire spreading. With all personnel evacuated, the coastguard declared a two mile exclusion zone, and the two lifeboats left the area. The following day, salvage experts went aboard and found the fire extinguished. The casualty was then towed to the sheltered waters of Scapa Flow that evening.

John Caldwell, RNLI inspector of lifeboats for Scotland said: 'Coxswain Farquhar and his crew displayed outstanding skill and seamanship in manoeuvring the lifeboat and picking up the floating mooring line and establishing a tow in very rough seas.' He added, 'All the rescue units involved in this service worked together in an extremely professional manner and it was the teamwork of all involved that resulted in the successful outcome to an incident that could have involved loss of life and a major ecological disaster.' The RNLI's Executive Committee also agreed that Thurso 2nd Coxswain William Munro; Assistant Mechanic Duncan Munro, and crew members Gordon Munro, Donald MacKay, John Webster, James Brims, Kevin Oag and Scott Youngson be presented with medal service certificates and badges. Framed letters of appreciation, signed by the Chairman of the RNLI, go to Coxswain Ian McFadyen and the crew of the Longhope lifeboat, the captain and crew of RAF helicopter Rescue 137, and the master and crew of the tug Einar. A letter of appreciation signed by the RNLI's Director will be sent to the master of the Multitank Ascania.Three saved after 11 hour service to yacht Thanks on Vellum for Cromer 2nd Coxswain cromer lifeboat 2nd Coxswain Billy Davies received the Thanks of the Institution inscribed on Vellum for saving the lives of three crew and their yacht after an eleven hour severe weather conditions. An 11 m yacht was drifting out of control towards shoal water and oil rigs off Cromer. Her crew were overwhelmed by the conditions. With two merchant vessels providing a lee, the lifeboat managed to take the yacht in tow, and take boat and crew safely to Great Yarmouth.

At 0030 on 6 November 1998 Great Yarmouth Coastguard requested Cromer lifeboat to launch to the 11 m auxiliary yacht Tange of Whitby, 16 miles off Cromer. The yacht was without power and drifting further out to sea towards shoal water and gas rigs. Winds were WNW Force 8, with a rough sea. The crew of three was finding it impossible to make progress under sail, and were being overcome by the situation.

The Mersey class lifeboat Her Majesty the Queen, on temporary station duty while Cramer's new boathouse was under construction, launched from the beach at Cromer at 0050, with 2nd Coxswain Billy Davies in command. He had taken two additional crew members along due to the likelihood that two of his crew would have to be put aboard the casualty. It was a bitterly cold night and, as the lifeboat cleared the lee of the land, conditions deteriorated and the sea became very rough, making conditions on board the lifeboat very unpleasant.

Two of the merchant vessels, which had responded to a Mayday relay, were asked to provide a lee for the casualty and monitor her situation until the lifeboat arrived.

The lifeboat arrived on scene 55 minutes after launching. The casualty was rolling violently, starboard beam on to the sea. The heads'l was still rigged and the bow paid off to leeward every time a gust blew. Communications had been established with the yacht, and it became clear that the three individuals on board were not in a position to help themselves.

2nd Coxswain Davies decided the safest option would be to put two crew aboard the yacht and establish a tow. But the erratic movement of the casualty made putting crew aboard very difficult. With the ferry Norbay maintaining a lee, the lifeboat manoeuvred from leeward of the casualty to her starboard quarter on the weather side.

From here she could edge close enough for crewmen John Davies and John Balls to jump aboard.

Frightened Once on board the casualty, the lifeboatmen found the yacht crew frightened and cold, but otherwise unharmed. John Balls and John Davies then began to prepare the yacht for a difficult tow. Realising that care at this stage would prevent the tow parting later, the crewmen spent twenty minutes preparing a bridle, which ran from the bow, down both sides of the yacht and was made fast to strong points on the deck aft of amidships.

Once ready, they signalled the lifeboat to make another approach. Once in position a heaving line was passed with a towline attached. The line was successfully transferred and the tow made fast. The tow began at 0219. 2nd Coxswain Davies decided to make for Great Yarmouth, 40 miles away, as the closest safe haven. The ferry Norbay agreed to escort the lifeboat to provide a lee until more sheltered conditions were reached. The second merchant vessel Stefan K was released at 0222.

Difficult During the initial stages of the tow, conditions were difficult. The lifeboat was beam on for most of the time and the sea was breaking over her on occasions but despite the conditions the yacht towed well. The two lifeboatmen on board took turns to steer, and by 0420 the tow was within four miles of the coast at Cromer.

Coxswain Davies was happy to release the Norbay.

Keeping close to the coast, the lifeboat continued its passage to Great Yarmouth, arriving at the harbour entrance at 0730 - five and a half hours after the tow had began.

At 0917 the lifeboat sailed for Cromer and was refuelled and ready to launch at 1201 - eleven hours after launching.

Martyn Smith, Divisional Inspector of lifeboats for the East, said: This was an eleven hour service to a yacht in danger of foundering off the exposed coast of North Norfolk. Coxswain Davies exhibited a high standard of seamanship and considerable initiative. All the crew demonstrated the necessary skills required to achieve a successful outcome in poor weather conditions.' Seven crew members are to receive Vellum service certificates, and a letter of appreciation from the Director of the RNLI will be sent to the masters and crew of two merchant ships which assisted in the rescue. The crew members are Assistant Mechanic John Jonas, 2nd Assistant Mechanic Gary Humphrey, John Davies, John Balls, Adrian Woods, Paul Jeffries and Giovanni Vanzino. For crewmen Jeffries and Vanzino it was their first night-time service on the allweather lifeboat.

Saved on the edge of operating conditions Two Vellums awarded to Torbay crew Two Torbay lifeboatmen, Helmsman Nigel Crang and crew member Simon James have been awarded the the RNLI's Thanks on Vellum for saving the lives of three young men who were cut off by the tide at Roundham Head, Paignton. A third lifeboat crew member, Nick O'Brien, received a framed letter of appreciation signed by the Chairman of the RNLI.

Torbay lifeboat station was alerted that three teenagers had been cut off from the mainland after taking shelter in a cave while trying to escape from the fast incoming tide. The inshore lifeboat crew managed to reach the three young men despite the precarious tides and limited access available. Through skilful manoeuvring they were able to enter the cave and recover the three boys minutes before they would have been swamped by the fast-rising tide.

At 1914 on 19 April 1999 Brixham Coastguard informed Torbay lifeboat station that three teenage boys were cut off by the tide in a cave at Roundham Head, three and a half miles northwest of the lifeboat station. The 16ft D class lifeboat Spirit of the RFC launched at 1921, just five minutes after the crew was paged and, with Nigel Crang at the helm, reached the scene within five minutes. Weather conditions were south-easterly winds Force 5-6, with moderate to rough seas and a 3m swell. It was just half an hour before sunset, and one and a half hours to high water springs.

After spotting the white shirt of one of the casualties, Nigel Crang approached the small cove slowly to assess the situation. The cove was 7m wide with a large flat rock at its centre.

Behind the rock was a 2m patch of water, then a narrow patch of sand in front of an overhanging cliff, making up the shallow cave.

Crewman Simon James suggested he should land to assess the casualties. Risking being dashed against the rocks, he slid over the side of the boat during a lull in the swell and quickly swam round the rock and into the cave. He found the casualties uninjured.

Knowledge At this time Nigel Crang and crewman Nick O'Brien attempted to veer down into the gap between the rock and the cliff edge. They informed the Coastguard that if they were unsuccessful they may be unable to rescue the casualties and would need helicopter support.

Using local knowledge, they placed their anchor on the edge of the reef, then attempted to veer down to the casualties, passing through a gap barely wider than their lifeboat between the rock and the base of the cliff. However, a combination of backwash, sidewash and a lack of water between swells, and swells breaking through the D class, caused Crang to abort his attempt to pick up the casualties.

At 1938, the Coastguard auxiliary on scene reported that conditions were 'bad' for the D class and the Coastguard helicopter was scrambled from Portland. The D class crew was told the helicopter was due on scene within 20 minutes, although it was uncertain a helicopter winchman would be able to effect a rescue past the overhang of the cliff face.

Nigel Crang realised that at the speed the tide was rising, the casualties would be washed out of the cave before the helicopter arrived, with nowhere to go. Torbay's Arun class lifeboat launched at 1946 to provide cover for the D class.

Opportunity Judging that there was a flat period in the swell every three to four waves, Nigel Crang placed the D class on top of the rock. Simon James thrust one of the casualties on board and the lifeboat backed off as the next wave refloated it. Waiting for the next flat period, top Press... Stop Press... Stop Press... Stop Press... Stop Press... Stop Press. ..Si Collision Aftermath The collision between the cruise liner Norwegian Dream and the container vessel Ever Decent off the coast of Kent in the early hours of Tuesday 24 August 1999 comes as a sharp reminder of how important it is to be prepared for large-scale evacuations. Fortunately on this occasion, the liner was able to limp to Dover and land her 2,000 passengers safely. However, the fire aboard the container ship which is still not confirmed as extinguished as we go to press three days after the collision, kept the crews of Margate, Ramsgate and Dover lifeboats at sea for 36 hours.

We hope in a future issue to include a full account of the lifeboats' involvement which at one point required the Ramsgate lifeboat to take six non-essential crew off the Ever Decent as the fire was threatening to spread. Had a mass-evacuation of the cruise liner been necessary, the Dover Severn class is capable of carrying 185 survivors, the Ramsgate Trent 102 and the Margate Mersey 61. Lifeboats stationed along the Channel coast regularly participate in disaster exercises arranged by the Maritime and Coastguard Agency.

Crang again placed the D class on the rock, intending to pick up the next casualty - but seized the opportunity to grab both casualties and Simon James into the boat. With six people on the small inflatable, Nigel Crang managed to turn into the sea just as a particularly large swell broke through the boat. This wave would certainly have capsized the boat if it had not been head to sea.

The casualties were landed at Paignton and with the wind now increased to a Force 8, the D class had to shelter in the lee of the Arun to return to the lifeboat station.

Deputy Divisional Inspector of Lifeboats for the South said This rescue saved the lives of three young men, it was conducted on the very edge of D class operating conditions. Calm thinking, excellent application of local knowledge and fine boat handling skills all contributed to this successful service. They showed teamwork, persistence, seamanship and courage. The D class lifeboat proved itself again to be most versatile close inshore against rocks.' At 0453 on Sunday 16 May, HunstBiton lifeboat crew were called from their beds to search for a missing wvimmer. A 21 year old student from Droitwich had gone for a midnighmwim and his friends had not seen him return and were unable to finlbim.

Fortunately, a Police officer found the man safely on the shore just before the lifeboat arrived at the search area off Brancaster. However the crew were not too disappointed at their wasted efforts as they saw this wonderful sunrise over the sea which they considered some small reward for their disturbed sleep!.