Trent class 14-02 Esme Anderson KwCrew Coxswain/Mechanic Ron Cannon Emergency Mechanic timothy Hurst Crew Member Lance Oram Medal Service Certificate Crew Members: Alan Bray Ian Cannon Christopher Andrews Raymond Noble James Barth Brett Pocock Wayne GoldfinchThree snatched to safety in atrocious weather conditions Coxswain Ron Cannon of Ramsgate lifeboat has been awarded the RNLI's Silver Medal for bravery, with Emergency Mechanic Timothy Hurst and Crew Member Lance Oram receiving Thanks on Vellum, for the rescue of three crew from a dismasted yacht aground on the treacherous Goodwin Sands in atrocious conditions on 9 November 1999.Both Ramsgate's all-weather and inshore lifeboats launched to go to the aid of the yacht, Rasmus, which was aground on Goodwin Knoll amid Force 7 gales and very rough seas. Coxswain Cannon and his crew not only rescued the three people aboard - one with head injuries - but returned to tow the disabled yacht which was posing a threat to other shipping.

At 2002 on 9 November 1999 Falrnouth Coastguard received an alert, which told them that the 61ft yacht Rasmus was aground on Goodwin Knoll, some four miles south east of Ramsgate.

Shortly after, Dover Coastguard received a Mayday from the yacht. Subsequently a merchant ship, a RN warship and two 999 calls reported red flares in the vicinity of the Goodwin Sands. Dover Coastguard requested the launch of the Ramsgate lifeboat. Pagers and' maroons assembled both the inshore and all-weather lifeboat crews.

The weather was cloudy, with a northerly Force 7 wind, good visibility and a rough sea which had built up over a few days of windy weather.

Sea swell was approximately 2 metres in the harbour, increasing to approximately 3 metres at Wind Northerly Force 7 South-going tide two knots Five miles the casualty. The wind was causing spindrift on the top of the waves and it was dark.

Conditions Coxswain Cannon, knowing the area where the casualty was reported, advised the launch of both the all-weather Trent class lifeboat and the Atlantic 21 inshore lifeboat. Weather conditions exceeded the operational limits of the ILB, but due to the shallow water near the casualty, a shallow draughted vessel was required to assist. Coxswain Cannon briefed the helmsman of the ILB, Lance Oram, prior to launch, to remain with the ALB at all times due to the strong winds and rough sea state.' The lifeboats launched at 2025. As they left Ramsgate harbour a red parachute flare was sighted confirming the position of the casualty as near the North Goodwin Buoy.

When the lifeboats reached this position no vessels could be detected at close range due to sea clutter on the radar. However, from the upper steering position of the ALB, a faint light could be seen intermittently amongst waves near Goodwin Knoll sands. Parachute flares and searchlights were used and with the aid of the night vision sight, the faint light was confirmed as the yacht's cabin light.

The casualty was approximately half a mile east of the lifeboats and was periodically covered by waves. The yacht could be seen to be upright with the mast folded onto its deck and hanging over the starboard side into the water. It was being buffeted violently by the waves and there was no sign of anyone aboard. The main concern at this stage was the severe risk of it capsizing - anyone on board needed to be located immediately.

Dangerous The direct route to the casualty was half a mile east, but would leave the lifeboats on a lee shore, up wind and up tide of the casualty. This would not only be a very dangerous position but would also render the lifeboats useless if the casualty was bounced by the waves off the Sands to the south. Using his extensive local knowledge and experience. Coxswain Cannon decided to track south along the western edge of the Goodwin Knoll until the water was deep enoughto cross into the deeper channel within the horseshoe shaped sandbank. This would enable the lifeboats to make an approach to the casualty, bow into the surf and to the leeward edge of the sands and yet still be able to reach the yacht should she be washed off to the south.

Coxswain Cannon took the lifeboats south.

None of the sandbanks were visible making progress treacherous, as swell and spray hid the dangers below. During this passage, visual contact with the casualty was maintained using searchlights and parachute flares, The Goodwin Sands move daily with each tide and as a result are poorly charted. Due to this constant change, Coxswain Cannon regularly exercises the lifeboats around them and has gained vital knowledge of this unforgiving area. Having made his way south Coxswain Cannon altered course to the east and cautiously made his way across the sandbank.

The ALB grounded several times but Coxswain Cannon was aware of the lifeboats' capabilities and could not afford any more time spent travelling further south into deeper water. The casualty was barely visible at this stage as it was swamped by waves. Having crossed the sandbank both lifeboats entered the slightly deeper channel, which was over 13ft deep and still treacherous.

Major concern At 2045 both lifeboats approached the yacht. It could be seen being bounced violently onto the seabed by the waves. The risk of severe damage or possible capsize was still a major concern. Still no persons had been seen aboard and there was a strong possibility of the yacht's crew having been swept overboard. A thorough lookout was maintained to avoid passing any casualties in the water. The yacht's mast had broken some 10 feet above the deck, it was lying across the steering position and entering the water - the opposite side from the approaching lifeboat.

The yacht's boom was swinging violently over the port rail and rigging was strewn overboard. Her fore sail was also hanging over the port side in the water. There was severe damage to the upper deck and the breaking waves and debris made the area more hazardous.

Coxswain Cannon manoeuvred the ALB close to the yacht's port side in order to assess its condition and search for survivors. The noise of the waves colliding with the yacht was intense, rendering communications near impossible on deck. Crew Member Tim Hurst boarded the yacht taking wire cutters and an axe with him. Coxswain Cannon manoeuvred onto the port side, keeping clear of the rigging and debris in the water.

With the ALB held onto the yacht and bouncing violently, Tim Hurst scrambled aboard at an opportune moment. Meanwhile, the ILB was also manoeuvred alongside and Lance Gram scrambled aboard, handing over the helm to Wayne Goldfinch.

With two crew members aboard the yacht, both lifeboats eased away and stood off at close range whilst illuminating the area with searchlights.

Survivor Tim made his way to the cabin hatch with Lance close behind, both clearing debris as best they could. Once at the hatch, Tim attempted to open it whilst at the same time a female survivor from within pushed it open, not knowing that the lifeboat crew were on deck. She attempted to push her way out of the cabin but was restrained in order to prevent injury from the swinging boom and mast.

Whilst Coxswain Cannon brought the lifeboat back in towards the yacht, Tim and Lance lifted the woman out of the cabin and moved her towards the ALB. They placed her hands into the hands of the crew members on the lifeboat's deck, who pulled her towards the lifeboat. During this critical transfer, the ALB was buffeted away from the yacht by several large waves leaving the female hanging between the two boats, but the crew of the ALB, still holding her, pulled her over the guardrail to safety. She was taken into the survivor's cabin where she was treated for severe shock.

Coxswain Cannon decided on an alternative approach to the casualty because of the difficulties in holding the lifeboat alongside. Using the astern propulsion he took the lifeboat stern first into the yacht, despite the dangers of fouling the propellers with the dangling rigging. Meanwhile Tim and Lance had plucked a second survivor, helpless with shock, from the cabin and forcibly passed him to the crew on the lifeboat's deck, who lifted him over the guardrail.

Injuries The third survivor was found to have head injuries and was trapped by debris. Once freed he was lifted out of the cabin and physically passed to the crew on the lifeboat's deck. Tim and Lance were then pulled back onto the ALB. Coxswain Cannon took the lifeboat a safe distance from the yacht while the casualties were looked after. As they were all in need of urgent medical attention, particularly the elderly man with head injuries, he decided to abandon any attempt to save the yacht and made best speed to Ramsgate. The lifeboats landed the survivors at 2102.

Both lifeboats re-launched later and, after some difficult manoeuvring, successfully secured a line and towed in the yacht which, if it had floated off the Sands, would have posed a serious collision threat to other vessels unable to detect it in the severe sea state.ThtUftboat Atlanta 21 B567 Percy Garron II ThiCrtw Helmsman John Foster Crew Member Michael Whistler Crew Member Ian ReesThree saved during Southland's worst weather in a decade and a half Southend lifeboat Helmsman John Foster has been awarded the RNLI's Bronze Medal for bravery with Crew Members Michael Whistler and Ian Rees receiving the Thanks on Vellum, for saving the lives of three people stranded on board an angling boat on 24 October 1999.Three people were stranded aboard the angling boat, Lady Jane, in some of the worst weather ever experienced at Southend. The Atlantic 21 rigid inflatable lifeboat had difficulty negotiating the steep breaking seas and very large swell in the poor visibility. The three survivors were found cold, wet and seasick and had to be assisted from the boat into the lifeboat. This transfer was difficult and dangerous in the conditions.

At 0950 on Sunday 24 October 1999. Thames Coastguard received a 999 call via mobile telephone from the casualty, an 18ft angling boat, reporting three persons stranded on board without lifejackets and in deteriorating weather conditions.

Lady Jane was moored some 500 yards from a lee shore and to the southeast of Halfway House on Southend seafront. Weather conditions at the time were reported as SSE Force 8-9, swell 9-12ft, very rough seas, overcast skies with rain and occasional driving squalls.

The Southend lifeboat crew were paged shortly Outer limit of moorings Wind SSE Force 8-9 after, which coincided with the duty crew and launchers making their way to the station to take up their Sunday duty at the end of the pier. The lifeboat was initially paged for two incidents, the Lady Jane and an angling boat having difficulty finding shelter off West Leigh Middle buoy. The crew rapidly made their way on foot to the pier end, a distance of over a mile, to prepare for immediate launch. On arrival at the station the lifeboat was made ready for launch and, anticipating the condition of the persons stranded on board the Lady Jane, the launchers placed extra warm clothing in the boat and made the survivors lifejackets ready.

After consultation between lifeboat secretary Colin Sedgewick and the Coastguard, Southend's Atlantic Percy Garron It, launched to assist the Lady Jane. Helmsman John Foster initially headed NNE at reduced speed to the outer limits of the moorings - which run east from the pier between a quarter and half a mile offshore - then swept east along the line of moorings.

Risk Throughout the journey there was a significant risk of capsize, given the prevailing conditions of short steep breaking seas and the very large swell being driven by the wind. There was also the additional risk of the lifeboat becoming fouled on one of the many moorings which lie offshore, the poor visibility caused by spray being driven almost horizontally from the breaking waves, the sea state and occasional squalls making them very difficult to locate visually.

The casualty was located at 1045 and found to be heaving violently at her mooring. She was rising and falling some 9ft in the swell with her deck awash from the waves, which were continually breaking through the boat. The three persons on board the Lady Jane (two teenagers and a middle aged man) were huddled in the boat's cuddy, cold, sea sick and incapable of helping themselves. The decision was therefore taken to place crewman Ian Rees aboard to assist them.

After initially laying astern of the casualty'sstarboard quarter to assess his approach, Helmsman Foster skilfully manoeuvred the lifeboat alongside and placed Ian on board. He then briefed each person individually before assisting them one by one into the lifeboat. The lifeboat made four approaches from the starboard quarter of the casualty in order to rescue the three survivors.

On the second approach, an unusually large wave broke through the Lady Jane, threatening to wash the remaining two casualties and Ian overboard.

It was only the prompt alerting from Michael Whistler, shouting 'get down and hang on!' which prevented this from happening.

Seamanship There was a very real possibility of the lifeboat landing on the Lady Jane at this point because of her erratic movements, caused by her continual snatching at the mooring and the large rise and fall of the lifeboat in the swell. It was only the superior boat handling, seamanship and very real courage displayed by Helmsman Foster, which prevented this possibility from becoming a reality, Crew members, Ian Rees and Michael Whistler showed great fortitude and bravery as there was a great potential of serious injury being caused by the violent movements of both vessels in the prevailing conditions.

After recovery of the casualties and Ian Rees, Helmsman Foster decided to land the men on the beach in the lee provided by the concrete structure of the western arm of the disused Corporation Loading Pier. Given the poor state of the three men and the appalling weather conditions, the end of Southend Pier was not considered safe for landing the casualties. Furthermore, Foster was aware of the second vessel having difficulties making shelter and, landing the casualties as early as possible would leave the lifeboat better able to respond if required. Having safely landed the three persons to the waiting Coastguard, the lifeboat made a slow passage back to the station, this time having to negotiate a head sea. At 1150 the lifeboat arrived back at station, was recovered and ready for service again at 1210.

Throughout the service, weather conditions continued to deteriorate. Rain and breaking waves with spray being driven horizontally hampered visibility considerably. The flood tide, forecast at 6m, was a full metre above prediction. The severe conditions had caused cars to be abandoned on the seaf ront and the wind and swell had driven both pleasure and commercial craft from their moorings onto the sea wall.

At approximately 1230 the Lady Jane succumbed to the conditions and sank.Rescued, landed and towed in...

Hayling Island lifeboat crew had their work cut out for them at an incident last year when, what started out as an annual goodwill visit, turned into a full scale clean up operation! On 31 July 1999 locals held the annual Emsworth Quay sale and raft race near the Ship Inn at Langstone, in aid of Portsmouth and Hayling Island lifeboat stations.

Hayling's relief Atlantic lifeboat, Toshiba Wave Warrior, had launched previously at 1115 on a courtesy visit to Emsworth and, having stayed there for some time, proceeded to Langstone to fly the RNLI flag.

A good understanding of the requirements needed for the race had been agreed between the local Coastguard and the landlord of The Ship Inn, who was also the event organiser.

Unfortunately unbeknown to the Coastguard and lifeboat crew, the landlord had been replaced and the designated route for the race had changed.

The new course put all rafts in the full flow of the tide and, as the Hayling lifeboat arrived on scene during her visit, it was obvious that the race had started and that some of the rafts were breaking up as they hit the support of the bridge. Competitors were being thrown into the water and being swept down tide into Langstone Harbour.

The lifeboat crew immediately rounded up eight people from the water and returned them to the quay by the Ship Inn. The lifeboat returned to assist another craft - manned by one of the station's shore helpers who had come to watch the race - in picking up and towing in various home made rafts, debris, oil drums and all manner of assorted flotsam and jetsam! The job was hindered by the strong tide running through Hayling Bridge but, by 1515, the lifeboat was back on station and refuelled and ready for service again some half an hour later.Conditions at the limit of D class capabilities Matthew Rossi of Port Talbot lifeboat has received a framed letter of thanks from RNLI Chairman David Acland for his seamanship and leadership skills following the rescue of a man from the sea near the Cabenda Buoy on 5 November 1999.Around 2045 Port Talbot lifeboat station received a request to launch following a Mayday call from the ore carrier, Mineral Century reporting a man overboard. Although night visibility was good, the wind was blowing WNW Force 6 and there was 5-6ft of breaking surf on the beach.

The station's inshore lifeboat Gwenllian, The Rotary Club of Port Talbot, launched five minutes later with Matthew Rossi at the helm, together with Crew Members Leon Murphy and David Jones. Although the lifeboat was operating at the very limit of its capabilities, speed was of the essence and both a helicopter and the Mumbles allweather lifeboat were on their way.

The D class reached Cabenda Buoy some 15 minutes later and began a search using torches, flares and night vision kit. The ore carrier could not take further part in the search because of her draught but local pilot vessel, Seamark, was on scene assisting in the search.

By this time the wind was blowing Force 7 and the seas were very rough, with a 9-15ft swell. Ten minutes into the search Seamark reported she had found the man but could not haul him aboard. She was instructed to move away while the lifeboat recovered him. Leon entered the water with a quoit and line and pulled the man to the lifeboat, where he was quickly recovered. The man was breathing but was vomiting and unconscious with a faint pulse and dilated pupils. The casualty needed to get to hospital as quickly as possible, so it was decided to transfer him to the rescue helicopter, which arrived soon after. During the transfer the lifeboat's engine stalled several times which added to difficulties.

Once the man was safely aboard the helicopter, Helmsman Rossi decided it was too dangerous to return down sea to Port Talbot. Escorted by Mumbles all-weather boat, Port Talbot lifeboat was taken across Swansea Bay to Mumbles, where she was safely recovered and returned to station by road.Sometimes, lifeboats get called out to some really unusual situations - here's just a small handful of some recent lifeboat 'funnies'...Station: Newbiggin Cause of service: Over enthusiastic canine Once Barney started doggy paddling there was no stopping him. The little Yorkshire terrier j j s was washed out to sea while nosing around the shore with his owner and was soon too far out to make his way back. However, when a local lifeboat tried to pick him up, he refused to be rescued and paddled away in terror.

Lifeboatman Jeff Brown could not face giving up. He dived into the freezing water and started swimming alongside Barney, before flipping over and starting the backstroke. As he had hoped, the dripping dog clambered onto his chest and used him as a human liferaft! With a wet nose shoved against his own, Jeff managed to make his way back to the lifeboat and ten year old Barney was happy to jump in and was soon back in the arms of his relieved owner.

Station: Rosslare Harbour Cause of service: Viking Longship engine failure The Viking Longship contacted the station's secretary by mobile phone saying his engine had broken its coupling to the drive shaft. The Longship was dragging her anchor and required assistance to get into Rosslare. The lifeboat launched and towed the casualty into Rosslare Harbour.

The station secretary said. 'The last Vikings to Wexford had their Longships set on fire and cast off. This lot were real cool, mobile phones and own women with them!' Station: Newhaven Cause of service: Person drifting out to sea on rubber ring The Coastguard requested the lifeboat to go out to Splash Point where a person was being blown out to sea on a plastic ring. The report came form the casualty's girlfriend. The lifeboat proceeded at full speed after leaving a very busy harbour and found one male sitting in a plastic ring (next stop France!) He was, at this time, alongside the yacht, Caprice, where someone on board had thrown him a line but he did nothing to grab it. He was assisted from the water and landed back on to the beach into the care of his girlfriend, who had previously said the station secretary,' I told 'im not to go out on it. I'll kill 'im when 'egets back!'.