RNLI in action This quarter’s highlights of the many hundreds of lifeboat launches and lifeguard incidents around the UK and Republic of Ireland Lost and listing Volunteer lifeboat crews from Falmouth and The Lizard joined the rescue operation of the 26 crew of MSC Napoli on 18 January 2007.

The vessel, 41 miles SE of The Lizard,was taking on water through a hole in her starboard side. Before the lifeboats reached the scene, Napoli’s crew abandoned ship in their own lifeboat and were winched safely into two RNAS helicopters. Exmouth inshore lifeboat George Bearman was tasked a couple of days later (when this photograph was taken by the crew) with checking that loose containers were not causing a hazard at sea. Gas rig tragedy Barrow and Fleetwood all-weather lifeboats James Bibby and William Street joined in the search for survivors of a helicopter crash on 27 December 2006. Lifeboat crews worked tirelessly through the night in dark, cold conditions far out in Morecambe Bay, alongside other search and rescue teams,who recovered six bodies. Lytham St Annes’ Lifetime Care took over at 6am to search for the remaining man, who at the time of writing is still missing, presumed dead. To help the accident investigation, Fleetwood crew searched the crash site for wreckage, recovering a seat and parts of a door and the nose cone.

Stafford rescues Staffie Stan the Staffordshire terrier had a brush with death last Summer,when he nearly drowned at Harlyn Bay, North Cornwall. The white-dappled Staffie was pulled from the surf by his owner and rushed into the arms of RNLI Lifeguard Tim Stafford.Tim’s fellow lifeguards were out on another rescue involving a boat that had lost power, so it was left to Tim to save the nearlifeless pooch by using CPR, the ‘kiss of life’.

Knocked for six Holiday celebrations nearly ended in tragedy when six people were thrown from their boat into the icy sea off the Connemara coast, on 28 December 2006. Their currach was overturned by a giant wave. All six seafarers were thankfully wearing lifejackets and two of them managed to swim to land. A friend back on the beach saw the accident and raised the alarm immediately. Eight minutes later Clifden’s B class Benjamin Downing Fairbridge had reached the casualties, two of whom were in the advanced stages of hypothermia.

Deluge hits Highland homes Lifeboat crews rescued 40 people after torrential rain caused extensive flooding in Dingwall, Ross and Cromarty. RNLI volunteers joined other emergency services in evacuating residents from their homes as water levels reached waist height. Many people were surprised to see the RNLI so far inland, but the charity’s swift-water rescue training is designed for just such emergencies.

Lifeboatmen on an RWC! On 21 October 2006, Bude’s D class Henry Philip was joined on a shout by the station’s rather less-traditional rescue watercraft (RWC, often incorrectly called by the trade name jet ski). In rough seas and 2m swell they approached two missing surfers stuck high on a rock, north of Sandymouth. As hoped, the RWC was even better suited than the inflatable to get in close. RWCs have been used to great effect by RNLI lifeguards for years, but volunteers at Bude are the first lifeboat crew to trial RWCs. Through hell and high water Far from land, a lone yachtsman battened down the hatches and prepared to ride out the forecast bad weather, but no one could have predicted what happened next Keith White was attempting to circumnavigate the British Isles in his yacht Nephele to fundraise for the RNLI and four other charities but his project wasn’t exactly going smoothly. Early in his voyage, the ex-paratrooper’s boat was blown off course, up to the Netherlands and Norway.

He broke two ribs and then his autopilot failed. Now north west of Ireland, he made a routine call to the Coast Guard and received more bad news: a force 9 severe gale was heading his way. He was unlikely to make it to the shelter of land, 60 miles south, in time, so Keith decided to stay put and weather out whatever was coming.

Growing danger Sure enough, in time, strong winds shook the 10m yacht and waves crashed about her, damaging the mast. This was worse than anything Keith had been through before. He lost radio contact with the Coast Guard and knew he was in real trouble. He sent a Mayday.

Luckily the distress call was picked up by a passing ship and relayed to Malin Head Coast Guard who tasked two Coast Guard search and rescue helicopters from Sligo and an RAF Nimrod from Kinloss to find Nephele.

Eventually they succeeded: she was 11 miles further north east than estimated. However, conditions were now too extreme to winch Keith off and both helicopters returned to land. The Nimrod kept watch while the Arranmore lifeboat crew sprung into action.

The Severn class Myrtle Maud launched at 11.45pm, with Anthon Kavanagh in command and Jimmy Early at the helm.

Once clear of Arranmore Island the lifeboat was confronted by winds of up to force 10, 6m swells and large breaking seas. Even at 22 knots or so, the crew knew it would be a painfully long haul to cover the 36 miles to the casualty.

Conditions deteriorated further. At one point the lifeboat fell stern first into a deep trough in the swells. The engine overspeed alarm sounded briefly and the crew held their breath as the lifeboat nearly stalled, but the propellers regained thrust just in time.

Extraordinary strength Alone on the yacht, Keith found himself in the midst of a tempest; not the predicted force 9 severe gale, but a wicked force 10 storm. Nephele was overwhelmed, capsized and Keith fractured two more ribs.

‘I was walking on the ceiling at one point.After that capsize, I went outside to check the damage, but it was so black, I couldn’t see the boat. I looked up to see the outline of my six-man liferaft flying like a kite in the sky.’ Keith returned to the cabin and seconds later, the yacht capsized again. Steering was impossible: he was at the mercy of the winds. Exhausted from trying to keep the yacht stable Keith tried to snatch some sleep.

He considered he could properly assess the damage, to both boat and body, at daybreak.

At 3am, the lifeboat was still 7 miles from the besieged Nephele, which was now 65 miles north of Arranmore Island, nearly twice the original estimate. The Nimrod crew guided the lifeboat towards the yacht, using illuminating flares, but Keith’s boat was impossible to spot from within the now 10m seas, rain and spray. Anthon recalls:‘When we were only half a mile away, we still couldn’t see him.’ Keith awoke to a chink of light coming through the cabin window. His first thought was that it was sunlight, dawn, but it was the searchlights from the Myrtle Maud. Keith remembers: ‘I felt a great sense of relief that I was no longer alone.’ Anthon moved out to the exposed upper steering position and assessed the yacht. She was in a sorry state, listing heavily to port, hit by breaking seas and her torn foresail was flying freely in winds of over 70 knots.

Although his instinct was to evacuate the injured Keith from Nephele, he knew it would be far too dangerous to attempt.With dawn fast approaching, he decided to wait until daylight and then rig a tow.

The crew at last made radio contact with Keith and talked him through their plans. He followed instructions on redistributing weight in the cabin, to help level the boat. At sunrise he donned a safety harness and prepared to make his way out to the foredeck, to receive the tow. Where some would have been disabled by fear and pain, Keith was composed and practical. The ex-para simply states: ‘I know what fear is like – you’ve got to overcome it.’ All but two of the lifeboat crew left the security of the wheelhouse and braved the elements to set up the tow. Anthon took the helm at the upper steering position and expertly manoeuvred the lifeboat to within 6m of the yacht, to give Keith the best chance of catching the heaving line. But just as Jimmy Early threw it, a huge wave hit the yacht and Keith was thrown over the far side, out of sight of the lifeboat crew.

After a few terrible minutes the lifeboatmen were amazed to see Keith climbing back onboard, using the lifeboat’s heaving line, which had twisted around his leg.

This was an extraordinary, even super-human, feat: Keith had five freshly broken ribs, severe bruising and, from an old injury, the use of only one arm. It was by sheer determination and strength that he secured himself and then the tow before retreating to the cockpit. Mercy mission The closest land was Tory Island, 64 miles away so, at just 4 knots, the tow would take some 12 hours. Moreover, the yacht was rocking violently and the lifeboat crew feared for Keith’s wellbeing. A large research vessel in the vicinity, Celtic Explorer, kindly gave the yacht some shelter and so reduced the sickening motion.

As the morning passed, Keith told the lifeboat crew he felt very tired and hungry. At midday, a Coast Guard helicopter returned to the scene. The crew were willing to winch Keith to safety, but he selflessly declined their offer: he thought it would be too dangerous for them.

By 2pm the storm was at last abating. Keith sounded overtired and was repeatedly saying he was cold. The lifeboat crew suspected hypothermia and there was a good two hours still to go. Anthon considered that the conditions were at last safe enough to transfer someone to the yacht. Jimmy took the helm once again while Anthon manned the lifeboat’s Y class inflatable with Martin Gallagher.

Anthon explains: ‘I volunteered as I’m experienced in small boats and, besides, all the other men are married.’ In a force 5–6 wind, Anthon manoeuvred the tiny boat between the Severn and Nephele. Martin climbed aboard with hot tea, biscuits and a thermal suit for Keith and to take control of the steering. It was too rough to recover the Y boat however, so Anthon travelled alongside the lifeboat until they were in the lee of Tory Island. The crew worked together to bring the yacht alongside the lifeboat, so Keith could at last be transferred. He was given dry clothes, more to drink and hot food:‘The best I’d ever tasted.’ After 19 hours at sea, the exhausted lifeboat crew brought Keith and Nephele back to the safety of Burtonport Harbour and returned to station at Arranmore by 8pm. Keith was taken to hospital at Letterkenny but discharged himself the following day and went on to complete his fundraising voyage, without further drama.

Keith came back to Arranmore with his wife Kathy to personally thank all involved in the operation, presenting a painting of ships on slate to representatives of the Irish Coast Guard, the RAF and the RNLI. ‘The people at Arranmore lifeboat station have made Kathy and me feel part of their “family,”’ says Keith. He is now planning another fundraising sail in aid of the RNLI – this time across the Atlantic! The understated Anthon admits it was a ‘tough’ rescue. His efforts and skills have now been recognised with a Thanks of the Institution Inscribed on Vellum. He, in turn, praises the efforts of his experienced crew (who received a framed Chairman’s letter) and commends Keith,‘who never gives up’. THE DETAIL THE DATE AND TIME 11.45pm Saturday 2 July 2005 to 8pm Sunday 3 July 2005 THE CASUALTIES 10m yacht Nephele and solo yachtsman THE CONDITIONS Dark Weather:Overcast Wind: South west. Force 5–storm force 10 Visibility: Poor Sea state: 5–10m steep south westerly swells and breaking seas THE CREW Coxswain: Anthon Kavanagh (39, 11 years on crew, 7 as Coxswain) Deputy Second Coxswain: Jimmy Early (49, part-time fisherman, 31 years on crew) Mechanic: Philip McCauley (34, 11 years on crew) Third Mechanic: Martin Gallagher (29, fisherman, 10 years on crew) Crew Members: Kieran Cox (43, construction worker, 18 years on crew), Manus O’Donnell (42, bus driver, 22 years on crew), Sean O’Donnell (41, part-time fisherman, 10 years on crew), Anthony Proctor (38, unemployed, 1 year on crew) THE LIFEBOAT Myrtle Maud Severn class all-weather lifeboat, ON-1244 (17-22) On station: 1999 Funding: £1.8M Legacies of Mrs Myrtle Maud Campbell-Orde, Mr Nigel Armitage Hardy and Mr Frank Moulson THE LIFEBOAT STATION Arranmore Established: 1883. First lifeboat Vandaleur based at Rannagh on the south west of the island. Subsequent lifeboats based at Leabgarrow until the present all-weather station opened in 1997.

Previous gallantry awards: Gold Medal to Coxswain John Boyle (1941); Silver Medals to Sergeant Patrick McPhillips (1887), Mechanic Teague Ward (1941) and Coxswain Philip Byrne (1967); Bronze Medals to Crew Members Philip Boyle, Philip Byrne, Neil Byrne, Bryan Gallagher, Patrick O’Donnell, Joseph Rogers (1941); Thanks of the Institution Inscribed on Vellum awarded to Coxswain and crew (1964), and five crew (1967) Flying the flag December and January are the busiest months for Surf Life Saving Canterbury, New Zealand, which employs professional lifeguards from around the world to support its volunteers. The 2006–07 season had only just started when visiting RNLI Lifeguard Ross MacLeod had to prove his worth A man came racing up to the lifeguards patrolling on Waikuku beach. He had run almost a mile to tell them there was an emergency – a boat had capsized and casualties were struggling in the water.

Ross and his colleague, New Zealander Jenna Evans, immediately launched their inshore rescue boat to investigate.

It took just 2–3 minutes to cover the passage back to the mouth of the Ashley River. They spotted the upturned 3m boat and found two men clinging to its bow.

The men, in their 50s and 60s, were fully clothed but without lifejackets and were being buffeted by the surf and strong winds.

Ross recalls: ‘They were exhausted and panicking. One man had his hand in the air to attract our attention, the other was struggling to keep himself above water.’ Jenna entered the water with a rescue tube and expertly swam the men away from the part-submerged vessel. Once they were clear, Ross carefully drove the rescue boat in towards the casualties. One managed to climb aboard himself but the other was so exhausted it needed the strength of all three to haul him up and in. The lifeguards sped back to Waikuku and the surf lifesaving club. Paramedics examined the men and treated them for exhaustion and cold before declaring them medically fit.

The two told the lifeguards that the boat had been capsized by a rogue wave catching the vessel side on. One confessed he had been ‘close to giving up’.

Ross remembers: ‘The adrenaline was pumping. I felt really good.’And what of saving two lives? ‘Jenna and I were just pleased that we could help.’ Along with the other RNLI lifeguards on exchange in New Zealand and Australia, Ross intends to return to lifeguarding in the UK.

The homegrown lifeguards will benefit from Ross’s antipodean experience but also from the presence of lifesaver Jenna, who has applied to work as an RNLI lifeguard through the same exchange programme.

Thumbs up for the lifeguard exchange programme! Through working on a New Zealand BeachEd programme, where children learn key safety messages while having an active and fun day at the beach, Ross has gained more skills and knowledge to benefit the RNLI. Meet the team Lifeboat crew, shore helpers, station officials and fundraising volunteers stand proudly with their new Tamar class all-weather lifeboat, boathouse and slipway at Tenby in Pembrokeshire Photo: Nigel Millard The best of times, the worst of times While searching for a missing fishing boat, the lifeboat crew smelt diesel – were the fears of a whole community to be realised? On a mid-Winter evening, Helmsman Simon Rogers and his fellow Portaferry volunteers were training on Strangford Lough, County Down when they heard from Belfast Coastguard that an electronic mayday device (an EPIRB) had been activated near Ardglass.

Had a boat sunk? False alarm or no, they reacted quickly, and the Atlantic 75 Blue Peter V was soon on her way, just in case.

It was to be a tough service for all four crew members, especially Sinead Breen, on her first shout. The more experienced Philip Sands-Robinson and Andrew Edwards were watching the waves for their Helmsman. On the 17-mile passage to Ardglass, they faced gale-force winds and 5m seas, all in total darkness.

The journey to Ardglass Harbour, which would usually take 8 minutes, took half an hour. Simon reflects: ‘I knew the risks if we went any faster.Waves were coming from all directions. But I had confidence in the crew, our training and in the boat.’ Meanwhile the Coastguard requested the assistance of Newcastle all-weather Eleanor and Bryant Girling. She launched at 8.50pm, under the command of Coxswain Francie Morgan.

Triumph? Nearing Ardglass Harbour at around 9pm, the Portaferry crew smelt diesel. Simon recalls: ‘In my heart I dreaded the worst had happened.’ On a quick sweep of the harbour a man told them that his son was missing, skipper of the fishing boat Greenhill. It was no false alarm.

Without further ado, the lifeboat left the shelter of harbour, back into darkness and the treacherous, icy waters. Blue Peter V was followed out of the harbour by a fleet of local fishing boats, wanting to help in the search. Within minutes, the lifeboat crew spotted a liferaft just 500m from the harbour. There appeared to be no one inside, but as they got closer, a man’s head appeared. Simon manoeuvred alongside the liferaft and the crew grabbed the fisherman – it was the skipper. It is an emotional memory for Simon: I don’t know who was more pleased – me to see him or him to see me! It was fantastic – we knew at that moment that we had saved a life.’ Community and team However, the elation was short lived. The skipper asked after the two men who had been with him before the boat sank. Simon remembers the man’s reaction to hearing they hadn’t yet been found: ‘He went downhill quickly, the colour drained out of him.’ Highly traumatised, wet through and suffering from severe hypothermia, the survivor needed urgent medical attention.

They took the skipper straight to land and a waiting ambulance crew who transferred him to hospital.

Thanks to the RNLI, the waiting was over for one family, but the harbour was packed with local people, including families and friends of the remaining missing fishermen.

They waited anxiously for news.

With no time to lose, the Portaferry lifeboat went straight back out. She was soon joined by the Newcastle all-weather.

The Atlantic 75 searched close to the shoreline while the Mersey class searched further out. By 10pm, hope was fading of finding the two remaining fishermen alive.

Simon and his crew were exhausted and it was time for a fresh crew to take over. He was devastated that they hadn’t found the two missing fishermen: ‘The passage to Ardglass was tough, but the worst part of the service was coming on land and meeting the families when I knew there was no news of their husbands and sons.We’re trained for shouts in rough conditions but we’re not trained for families desperate for good news.’ ‘Bring my daddy home’ The search continued long into the night.

Portaferry lifeboat completed three crew changes in all, with the logistics handled deftly by Lifeboat Operations Manager John Murray Senior (now retired) and other lifeboat station personnel. Belfast Coastguard coordinated an increasingly large-scale operation involving Coastguard teams on land and a police and Irish Coast Guard helicopter over the sea. By 2am, no one had been found and the search was called off until first light.

All morning, hundreds of locals searched to no avail but at 2pm the fisheries protection vessel Ken Vickers located the wreck of Greenhill on the seabed off Ardglass using specialised sonar equipment. Newcastle and Portaferry lifeboats were released from service.

Two days later, conditions had at last improved enough for volunteer divers to search around the wreck and they located a body. At the time of writing, the third man had still not been found.

A few days after the service, Simon revisited Ardglass with his father, RNLI Bronze Medal awardee John Rogers. He recalls seeing a drawing sent in by a child that took his breath away. The message to everyone involved in the search read: ‘Bring my daddy home’.

In recognition of their role in the search for the missing fishermen, Helmsman Simon Rogers receives the Thanks of the Institution Inscribed on Vellum and all the crew Chairman’s letters. If it hadn’t been for them, another family would surely have lost their son that night. EPIRBs (Emergency Position Indicating Radio Beacons) are portable satellite communication units (see a selection below), designed to send an automated distress signal to search and rescue authorities ashore. The RNLI recommends that small craft carry an EPIRB if they sail more than 60 miles from the coast. EPIRBs are activated either manually, when it is physically lifted out of its bracket, or automatically, when the vessel sinks.

The floating beacon emits a homing signal helping the rescue authorities to locate the vessel. THE DETAIL THE DATE AND TIME Thursday 19 January 2006, 8.20pm–Friday 20 January 2006, 3pm THE CASUALTIES Fishing Vessel Greenhill and three fishermen THE CONDITIONS Dark Weather: Heavy storm Visibility: Poor Wind: South easterly force 7–8 Sea state: 4–5m swell THE CREW Portaferry 1st crew: Helmsman Simon Rogers (38, electronic engineer and charter boat skipper, 10 years on crew, 3 years as Helmsman), Crew Members Philip Sands-Robinson (40, builder, 6 years on crew), Andrew Edwards (38, marine biologist, 7 years on crew), Sinead Breen (30, hotel services manager, 18 months on crew) 2nd crew: S Gordon, P Shanks, C Conway 3rd crew: J Brownlee, D Smith, C Hagan 4th crew: J Rogers, B Fitzmaurice, P Lawson THE LIFEBOAT Blue Peter V, Atlantic 75 B-706 On station: June 1994 Funding: £61,000 proceeds from Blue Peter TV appeal 1993–4 THE LIFEBOAT STATION Portaferry Established: 1980 Other lifeboats: D class (1980), C class (1984), Atlantic 21 (1986) Previous gallantry awards: Bronze Medal to Helmsman John Rogers (1983); Thanks of the Institution Inscribed on Vellum to Crew Members William Ellison and Francis Rogers (1983) Tested to the limit What would you do if you saw someone drowning? The RNLI is working to help the public be prepared for the worst Every year, the RNLI’s lifeboats launch thousands of times and its lifeguards assist thousands of beachgoers. A record of each and every service is kept and this vast database analysed. Is there a recurring pattern? What would have made a difference? How can such incidents be prevented in future? Saving lives through ‘preventative’ work has become just as important to the RNLI as saving lives by intervening in an emergency.

For example, the launch of a national standard for beach signs, devised and promoted by the RNLI’s Beach safety team, was a highlight of 2005. Local authorities have since increasingly adopted the manual A guide to beach safety signs, flags and symbols as their ‘bible’ for design, manufacture and positioning of beach signage. Meanwhile, the development of the confidential position reporting system MOB Guardian has been a success for the Fishing safety team (see page 3). The RNLI’s safety teams are now focusing on three new projects.

Public rescue equipment Since the success of the beach sign project, beach operators have been asking the RNLI for help with choosing the public rescue equipment to locate on their beaches. There is now a confusing variety of more or less sophisticated gadgetry available to help the public assist someone in distress in the water but, until now, there was no way of knowing which bit of kit is appropriate.

In response, the RNLI led research with RLSS UK, RoSPA, and the Universities of Wales and Plymouth to test 40 different pieces of public rescue equipment from around the world. There were many devices that could be discounted from the start, such as the gas-powered gun that shot a compressed piece of foam to the casualty. Not only was it very expensive and open to vandalism, it would be dangerous to ‘shoot’ something directly at a casualty already in distress! Members of the public were asked to take part and some devices were too complicated for them. RNLI Beach Safety Manager Steve Wills explains: ‘The idea with a throw bag is that the rescuer holds on to the end of the rope and then throws the bag to the casualty and uses the rope to pull them to shore. The trained RNLI lifeguards who had used similar equipment before used this more effectively, but the volunteers failed to read the instructions and just threw the whole bag. However, many people found the traditional lifering too heavy, and only managed to throw it a few metres.’ The equipment’s effectiveness during rescues was of course paramount but other factors considered included: any need for and ease of maintenance; ease of protecting from vandalism; ease of visibility on a crowded beach; where best to locate the device; and cost of replacement.

Having completed its study, the RNLI will launch a national industry standard in May 2007 to assist UK beach operators. It is hoped that this will become the basis for an international standard.

Providing the public with rescue equipment is just one side of the equation, however, developing the skills to effectively use it if required is another.Therefore, a second phase of the project will begin in schools this Summer to help children to understand the importance of the equipment, to value it (thus reducing vandalism and theft) and to use it effectively.

Slipway signage With over half of lifeboat launches each year being to leisure craft users, the RNLI’s ‘5 points to remember’ should prove invaluable (see trial slipway sign design below).This safety campaign is currently focused on owners of small boats, especially those who use public slipways to launch.

The RNLI chose four launch sites in 2006 and six more in 2007 to trial new signs, in the style of the acclaimed beach signs.

Funded by Dr Richard Towler of Kent, they feature the ‘tips’ alongside information about the particular launch site.

The intention is to agree a national standard and prepare a slipway signage manual in the style of that for the beach.

The RNLI will continue liaising with the UK Harbour Masters Association and various port and local authorities to encourage them to adopt any agreed standard and install signs at their slipways, providing those at risk with the simple but key knowledge to help keep themselves safe.

Fishermen’s liferafts All craft above a certain size (including lifeboats) should have liferafts onboard.

Modern liferafts are packed in hydrostatic release units, that is, they open and inflate on contact with water – or they should! The RNLI is now working with the Fishing Industry Safety Group and SEAFISH, to trial a range of liferafts, using the survival pool at The Lifeboat College in Poole. Under investigation is how effective the rafts are in reality and how well they meet the particular needs of fishing vessels.

In the long run, it is hoped that this project will save some of the many lives currently lost every year in fishing, one of the world’s most dangerous industries. Sincere thanks Tales of lives dramatically saved in the waters around the British Isles are often reported in the media, and of course the Lifeboat – but the survivor’s voice is rarely heard. Here’s an insight into two rescues from the rescuees’ point of view Alasdair Macintyre of Loughborough, Leicestershire, wrote this email to Alderney lifeboat station a fortnight after his rescue, then sent a donation, and has since become an RNLI Shoreline supporter. ‘Please pass on our sincere thanks to the Alderney lifeboat crew and to the Coastguard for our rescue.

‘On 5 September at around 4am our yacht Kamakura was heading for Braye Harbour when we hit rocks around Burhou Island. It was a terrifying experience for us. The yacht was thrashing around and we didn’t know if she would go over and break up.

‘We sent out a Mayday distress call, which had an immediate response asking for our position and other information.The incident was handled by all concerned in a very professional way resulting in the lifeboat arriving around 20 minutes later. Everybody who took part is to be congratulated for a 110% effort.’ For Jim Mortimer, it was something of a shock to need the services of a charity he’d supported for years: ‘On 29 May at approximately 6pm I found myself in the water at the Thurrock Yacht Club clinging to my upturned dinghy.

Although I consider myself a very strong swimmer I would not have wanted to put this to the test in such a strong ebbing tide.

It was therefore fortuitous for me that the RNLI, in its wisdom, has such a welcome service covering the River Thames, for which I am extremely grateful.

‘The speed at which the Gravesend lifeboat and crew responded to the emergency call by a club member was indeed remarkable. I have been told that it was 13 minutes from the initial 999, and 6 minutes from when the crew got the call, to when I was rescued.

‘From your records you will see I have been a Shoreline supporter for a while but I now feel I should upgrade to Offshore, particularly as we do sail further afield occasionally. I would also like to donate some monies in gratitude for the excellent service that you provide. I have already thanked the Gravesend lifeboat crew personally for the way they dealt so expertly with a very serious situation.

‘Yours ever gratefully’ .