The Lifeboat Mersey class ON 1169 Marine Engineer The Crew • Bronze Atedgf Co» swain Fr«d WalMngton for his 'courage, seamanship skills.

competence, local knowledge and professional manner'.

Assistant Mechanic Andrew Brompton for his 'courage and determination m boarding the yacht, making her ready lor towing and ensuring a safe and successful outcome' Medal Service Certificate Mechanic Stewart McKie Second Coxswain Roland Stork Crew Member Stuart Tibbeti Crew Member Stuart CundallFive saved from foundering yacht When five Danish sailors found themselves in difficulties off the Yorkshire coast with their engine :ailing in appalling weather, the Bridlington lifeboat crew needed all their skill, courage and determination to bring them safely ashore.In early July this year, the 13m sailing yacht Lobo left Denmark with five experienced sailors on board. They were planning a straightforward journey to the Moray Firth, then down through the Caledonian Canal, circling round the southern part of Britain before heading back to Denmark. Just a few days later, however, engine problems and steadily worsening weather off the Yorkshire coast caused an unwelcome interruption to their trip.

Early in the morning of 11 July, strong northerly winds had blown the yacht off course and she decided to run for shelter in Scarborough.

But as the night wore on, the weather worsened and she was blown further south towards Bridlington. The yacht was now suffering engine problems and the crew, who had been battling the heavy seas all night, were exhausted. Noting the navigation hazards in the area, the yacht's skipper requested assistance to enter Bridlington Bay.

The six-man lifeboat crew was alerted and at 0640 the Bridlington Mersey class lifeboat Marine Engineer was launched. On board was one of the RNLI's most experienced coxswains, Fred Walkington, with Second Coxswain Roland Stork, Mechanic Stewart McKie, Assistant Mechanic Andrew Brompton and Crew Members Stuart Tibbett and Stuart Cundall. 'When the pagers went off my mind went first to the weather', recalls Fred, 'but I expected a straightforward escort or tow job'.

Local knowledge proves vital The lifeboat headed north east from the launch site towards Flamborough Head, through a narrow passage between the head and Smithick Bank.

This passage can be treacherous in certain winds and tides, and it took all of Fred's experience and local knowledge to proceed safely. All shelter from the wind was lost once Flamborough Head was cleared and, to the untrained eye, the passage between the bank and the head was hidden by the large breaking seas stretching south from Flamborough Head. A local tide called the Hive, which runs counter to the main current, meets the tidal flow out of the bay head on in the narrow gap, creating large, random, breaking waves, further complicated by the northerly strong gale.

As the lifeboat cleared the headland, the weather conditions deteriorated. Winds increasedto Strong Gale Force 9, whipping up a 6-8m swell and heavy showers reduced visibility. At this point the yacht was following an erratic westerly course at 6 knots, about five miles east of Flamborough Head. Although the engine was running, it was not driving the propeller. The lifeboat reached the yacht within half an hour of launching and closed in to assess the situation.

Exhausted yacht crew unable to help Only one member of the yacht's crew was on deck, lashed to the tiller to protect himself from the violent movement of the boat. He had been at the helm for over 36 hours, in appalling weather conditions and was nearing total exhaustion. The other crew members were below decks, and all were worn out and unable to assist the lifeboat crew.

The high seas and gale force winds had heeled the yacht over to port, with the boom swinging out over the side, so the coxswain tried to close on the starboard side and, after many attempts, managed to get close enough to pass a heaving line. On board the yacht, one of the crew members crawled out of the cabin and reached the line. He managed to haul the line aboard and made it fast, but the crew were clearly unable to offer further assistance.

A leap in the dark It was now that Fred realised that he would have to try to put a man aboard the yacht. This would be hard enough in such tempestuous seas but was made all the more formidable by the yacht's ferro-concrete construction. He knew that if he laid alongside the yacht, or even made contact, he risked seriously damaging it. Crew Member Stuart Cundall positioned himself on the outside of the lifeboat's port rails and the coxswain made 20 or more attempts to get close enough to the yacht for Stuart to board her. each time defeated by the erratic course of the yacht, the heavy breaking seas and the gale force winds.

Then a huge wave broke over the lifeboat, sweeping Stuart off his feet. Assistant Mechanic Andrew Brompton and Crew Member Stuart Tibbett leapt to his assistance and heaved him aboard. As Stuart reached the relative safety of the deck, a wave momentarily pushed the lifeboat within reach of the yacht. Andrew looked up, saw the yacht's rigging and immediately leapt over the rail and flung himself towards the yacht. As the two boats moved apart, Andrew was left clinging to the outside of the yacht's rail with the lower half of his body submerged.

'/ have little recall of jumping from the lifeboat.-- I ached for about three days, but I had a great sense of satisfaction.' Assistant Mechanic Andrew Brompton 'When I first saw Andrew clinging to the yacht everything seemed to go into slow motion' recalls Fred. 'We couldn't go in to help; he would have been crushed between the boats. The yacht's crew couldn't help due to exhaustion, we just hadto leave it up to Andrew to pull himself onto the yacht.' Finally, Andrew managed to haul himself up onto the deck and made his way forward to take the lifeboat's tow line. With Andrew safely aboard, Fred was able to stand off while his crew paid out the heaving line and tow line. Andrew made fast and the yacht was safely under tow.

Heading for home The lifeboat headed back towards Bridlington with the yacht in tow. As it reached the lee of Flamborough Head, it was almost low water and again Fred needed to make full use of his local knowledge to find a safe path through the narrow passage. The low water also meant that they couldn't enter the harbour, so Fred towed the yacht to the relative shelter under the lee of Sewerby Cliffs. The lifeboat went alongside, and Mechanic Stewart McKie and Second Coxswain Roland Stork transferred to the yacht. With the yacht now in safe hands, the two yacht crew went below deck to join their comrades and get some rest.

When the lifeboatmen checked up on the engine problems, the cause was soon apparent, as the engine room was partially flooded and the gearbox was submerged. The lifeboat's salvage pump was transferred and the engine room pumped dry, returning the drive to the propeller shaft. Once the tide had risen sufficiently, the lifeboat towed the yacht to the entrance of the harbour. With the engine now working properly, and under the command of Stewart McKie. the yacht was able to make way under her own power to berth in the Inner Harbour at Bridlington at around 1030.

'In my 35 years as part of Bridlington lifeboat crew, this was the rescue that will stand out above alt the others. I have been out in far worse weather many times, but never with the handling of the lifeboat in bad weather being so crucial to the saving of five lives in one go.' Coxswain Fred WalkingtonThe Lifeboat Mersey class ON 1193 Cooper AsMtting Lifebo»t Severn class ON 1237 fraser Flyer The Crew Sfqnre Medal Coxswain/Mechanic Ian Finnan for his 'courage, firm and decisive leadership and his so uno" display ol seamanship' Medal Service Certificate Deputy Second Coxswain La* Firman Joint Assistant Mechanic Allan Warner Crew Members Jason Burn* Andrew Burns John Andrews Christopher Spooner Director's Letter $f Thanks Harwich lifeboat station Aldehurgh shore crewDetermination in appalling conditions saves four Coxswain/Mechanic Ian Firman was awarded the RNLI's Bronze medal, and his six-man crew received medal service certificates, following a hazardous rescue of four crew from a disabled yacht in stormy seas off the Suffolk coast.Ian was expecting Sunday 28 May to be a routine day. He was at Aldeburgh lifeboat station with Second Mechanic Allan Warner carrying out planned maintenance to the station's Mersey class lifeboat Freddie Cooper. As they worked, they monitored the VHP radio, and realised that there was a yacht in difficulties nearby.

Steering failed in appalling conditions The Netherlands-registered yacht Rose Bank was having trouble maintaining her course, caused partly by a problem with the steering system and partly by the dreadful weather conditions. Her skipper was trying to run for the shelter of Harwich Haven but the steering problem was making this impossible. When the yacht was seven miles east of Aldeburgh lifeboat station, the skipper called for assistance. As the weather conditions were getting worse, the deputy launching authority decided to launch both the Freddie Cooper from Aldeburgh and the Severnclass lifeboat Fraser Flyer, which was on relief duty at nearby Harwich lifeboat station.

The Freddie Cooper was launched at 1038 with a seven-man crew; Coxswain/Mechanic Ian Firman, Deputy Second Coxswain Lee Firman, Joint Assistant Mechanic Allan Warner and Crew Members Jason Burns. Andrew Burns, John Andrews and Christopher Spooner. 'I thought that from the first position of the casualty, seven miles east of the station, that it was going to be an ordinary job', recalls Ian. The Fraser Flyer had launched some six minutes earlier, under the command of Coxswain Peter Dawson.

Contact with yacht lost The Aldeburgh lifeboat headed east in a moderate northerly swell and fair visibility, but as she cleared the lee of the Suffolk coast, the weather worsened and the wind rose. The coxswain was making continuous efforts to contact the yacht, but with no success. Contact with the yacht had also been lost by the Coastguard, so the lifeboat headed for the yacht's last known position, hoping that contact could be made in time.

After about 30 minutes at sea, the lifeboat reached the yacht's reported position, but there was no sign of another vessel. The crew was preparing for a long and difficult search when the Coastguard finally regained contact. The Rose Bank was seven miles east, further out to sea.

The lifeboat kept on going and before long managed to get in touch with the yacht. At this point it emerged that she was yet another six miles further east of the second reported position and was now some 20 miles offshore in atrocious conditions.

She had been running with the sea with her sails down and the auxiliary engine in gear to minimise movement on deck; the easiest course for her to maintain with her damaged steering. The lifeboat had, in effect, been involved in a 'stern chase', following directly behind the casualty. Itwas almost midday when she finally reached the disabled yacht some 22 miles from land.

'The weather worsened all the passage to the casualty and at times the underlying swell from the night's wind made the evacuation more difficult.' Coxswain/Mechanic Ian Firman Ian tried to get the crew to come round into the sea so that a tow could be passed, but language problems meant that it took several radio messages before the crew understood. The yacht altered course, but in 6m breaking seas with a wind across deck of over 50 knots, blinded by spray and with defective steering, keeping an accurate course was impossible.

Battling to secure a tow Ian decided to try to establish a tow using a speedline rocket unit, so the lifeboat did not have to get too close to the casualty. The line was fired to the yacht but, just as the towline was almost secure, the yacht's skipper lost control and the tow had to be cut before it parted and caused an injury. A second attempt was needed, using the Freddie Cooper's last remaining speedline.

The speedline was fired and blown into the rigging at the top of the mast. The towline was brought down to deck level while the lifeboat motored ahead to commence the tow. However, the yacht's crew were unable to secure the tow far enough forward, as the seas had now risen to 7-8m, and as they struggled to fasten the line they again lost their grip and the tow went overboard.

Forced to abandon ship Faced now with the two failures to secure the tow, and the appalling sea conditions, Ian and the yacht's skipper agreed to abandon ship. By this time the Harwich lifeboat had reached the scene, but Coxswain Dawson agreed that the Aldeburgh lifeboat should be the one to transfer the crew as it had experience of how the yacht handled. The plan was for the yacht's crew to be picked up while her skipper kept the yacht on course and the Harwich lifeboat kept station astern to recover anyone who fell overboard.

Once the survivors were clear, the skipper would take to the liferaft and be recovered by the Harwich lifeboat.On the first two attempts the crew couldn't transfer to the lifeboat because of the yacht's violent pitching but on the third attempt two of the crew made it across, with the third crew member making it across on the fourth attempt. Because of the success of these transfers, Ian decided to recover the skipper in the same way and somade a fifth approach. As the lifeboat came alongside, the skipper put the yacht's helm to port and made a rush for the port quarter where he was grabbed and pulled aboard by the lifeboat crew.

With the crew safely aboard, the yacht was abandoned and the Freddie Cooper headed for home, escorted by the Harwich lifeboat.

radio '/ told one of the yacht's crew I was sorry not to save their yacht. He replied he was just happy to be going home that night.' Coxswain/Mechanic Ian Firman Fortunately the rescued crew did not need to go to hospital and were driven to the ferry port after spending some time recovering in the Aldeburgh boathouse.

The yacht was found the following day.

still afloat and under way, in the approaches to the Thames Estuary.

'With your own life in danger, you managed to get (the crew} from Rose Bank without even one injury. I want to thank you again and again for the rescue of my beloved ones and their friends.' Rikki Kolkman-van Staveren Wife and mother of rescued crew * °- Weather Launch CasualtyThe Lifeboat D class D440 Brenda ReeO Assisting Lifeboat Tyne class ON 1156 William Street The Crew Thanks on Vellum Helmsman Harry Roberts lor his 'seamanship, boaihandhng.

decision making and leadership'.

Director's Latter of Thanks Crew Members Paul Moffatt Sim Dobson Chief p/ Operations' Letter of Thanks Coxswain Christopher HurstCrew braves WWII defences to rescue grounded yacht nt close and effective co-operation between two RNLI lifeboats led to the safe recovery of the grounded yacht Lady Friendship and her crew of three despite atrocious weather conditions and World War II sea defences.On 12 June, Morecambe lifeboat station's D class Brenda Reed launched in Force 5 winds and rough seas to go to the assistance of the yacht Lady ' Friendship, which was reported to be 'behaving erratically' near Heysham Power Station. In command was Helmsman Harry Roberts, with Crew Members Paul Moffatt and Sam Dobson.

As the lifeboat approached an area of shallows known as the Grosvenor Skeers the wind increased to Force 7 and waves rose to an average 3.5m. The lifeboat reduced speed, but a wave of almost 5m caught her, tipping her up on her stern. Fortunately, she had enough momentum to carry her over the top of the wave and into the trough on the windward side. She continued on her way with no greater damage than a broken helmet visor. As the lifeboat travelled past the power station, the weather continued to worsen and there were several more times when she almost capsized.

'The six-mile journey to the casualty was very uncomfortable and dangerous.' Helmsman Harry Roberts About a mile south of Heysham, Paul spotted the yacht hard aground in 2m of water. Harry realised that there was very little the inshorelifeboat could do other than take off the crew, which he was reluctant to do while the yacht was weathering the storm. He was also concerned about World War II sea defences. The coastline around there is riddled with old defences, including 5m invasion stakes, and they would make short work of the D class if she came across them.

Teamwork saves the day Harry requested back up from the Fleetwood Tyne class lifeboat William Street The all-weather lifeboat reached the scene after about 30 minutes and closed to within 150m of the yacht. She could not approach any closer because of the shallow water, so the inshore lifeboat was called across to pass the towline to the casualty. The crew quickly passed the tow to the yacht's crew to make fast.

The yacht remained firmly grounded for another 20 minutes until it was refloated close to high water, with the all-weather lifeboat using maximum power. Once the tow was under way, the inshore lifeboat transferred a crew member from the all-weather lifeboat to the yacht. The yacht was then towed safely to Fleetwood. The inshore lifeboat made its way by sea to Heysham Harbour and then by road back to Morecambe.

'This was the most difficult and dangerous rescue I have been on in 15 years as a member of the lifeboat crew.' jb Helmsman Harry Roberts.