spIRIt Storyteller, boatman and hero Anglesey has seen more than its fair share of difficult rescues. Carol Waterkeyn hears how Margaret O’Leary’s grandfather played a pivotal role This year marks the 80th anniversary of an outstanding rescue by Moelfre’s pulling and sailing lifeboat, the Charles and Eliza Laura. She was launched in violent gales at around 3pm on 28 October 1927 to go to the aid of the struggling ketch, Excel.

Margaret O’Leary’s grandfather, Captain William Roberts, was Acting Coxswain that night and he is no mythical hero from the past. She remembers him fondly from when she was a little girl. Margaret says: ‘He was a great storyteller. He used to sit on the beach with his boat, and people would take the trouble to come to meet him and to shake his hand and he would speak of the lifeboat’s rescues and tell tales of the sea.’ He would take his grandchildren fishing and Margaret and her brother John would hear these fascinating stories too.

Memories William Roberts lived his whole life in the village of Moelfre, Anglesey. When not on the lifeboat, he sailed his own ketch, The Frances, which he worked along the coast of Wales and across to Ireland, carrying coal, wheat and other cargoes. Later, he worked as a coastguard. He and his wife Elizabeth had two children, Elsie (Margaret and John’s mother) and Thomas, and lived in the cottage that William had built.

William’s descendents still own that cottage and it holds many reminders of William’s years as a lifeboat crew member, including his Gold, Silver and Bronze Medal certificates. Nor has the community forgotten: the nearby lifeboat station houses replicas of William’s and other crew members’ medals and many historical photos.

When Margaret makes the journey from her present home of landlocked Warrington, memories come flooding back of their happy times together and she and all the family are immensely proud of what her grandfather did. But what exactly did he do? The rescue The weather was extremely cold and the sea menacing as William Roberts took the helm of the Moelfre lifeboat in 1927. He was joined by Captain Owen Jones as Acting Second Coxswain and 13 crew, one of whom by coincidence also named William Roberts.

The Life-boat journal of that time states: ‘[Captain Roberts] took charge, having with him Captain Jones, who, although not a regular member of the Life-boat Crew, as he is otherwise occupied, goes out when he can, and is always ready to put his local knowledge and experience at the service of the Life-boat.’ William Roberts must have been relieved to have his sterling support during this fateful service.

The lifeboat had received a message from Point Lynas that a vessel was in distress about 3½ miles from their lighthouse. After getting a more exact location from pilot vessels sheltering under the Point, Roberts made haste and, after 2½ hours of sailing, reached the Excel around 5.30pm. She was in a helpless state and tethered to a German steamer, which itself was in trouble and unable to help the ketch or her crew. As soon as the lifeboat arrived, the steamer cut the Excel free with the crew of three still onboard. The ketch pitched to leeward and the lifeboat attempted to get alongside.

This first attempt failed. Conditions were so bad and the ketch so waterlogged that it was obvious the vessel and its crew could not last much longer. Drastic action was needed and the Captains Roberts and Jones made the difficult decision to take the Charles and Eliza Laura, under full sail, right over the sinking craft. There was a huge risk of wrecking the lifeboat; but the brave gamble paid off and heavy seas carried them right onto the Excel’s upper deck. The three casualties were hauled aboard and the lifeboat was swept back by another wave. Shortly afterwards the ketch sank.

Stamina But this was no rousing triumph: one of the rescued seamen died in the lifeboat of injuries he received during the transfer. Later, such were the horrendous conditions that Crew Member William Roberts collapsed and died of exposure. The lifeboat too had been badly damaged; she was holed, full of water and her jib badly torn, making sailing almost impossible. She struggled towards the Menai Straits beating against the gale and arrived at Puffin Island about 2am, some 11 hours after she had set out from Moelfre. On land, the telephone and telegraph had failed several hours earlier so, although the Beaumaris lifeboat launched to look for them, the moored craft was thought not to be in difficulty, and their potential rescuers returned to station.

The exhausted and now apparently helpless crew remained at anchor until daylight when they were finally recovered by the motor lifeboat from Beaumaris, reaching safety at 8.30am. Margaret comments: ‘It is incredible to think that during the whole rescue, my grandfather remained at the tiller.’ She continues: ‘For some hours after the ordeal, he was completely blind from saltwater spray, the wind and the strain of watching all night. In fact the whole crew are recorded as suffering from exhaustion and needing medical attention.’ Captains Roberts and Jones both received the RNLI’s highest accolade, the Gold Medal, for their courage and leadership in the face of very grave danger. Their crew received Bronze Medals (Crew Member Roberts posthumously) and a Letter of Thanks went to Mr and Mrs Musgrave of the Bulkeley Arms Hotel, Beaumaris, who took in the crew while they recovered from their ordeal.

A tale of three William Roberts The William Roberts who so sadly died during the rescue will never be forgotten.

His devotion to duty cost him his life yet his legacy lives on through his great grandson, William. This third William Roberts was Coxswain of the Moelfre lifeboat in the 1970s and 80s and received the MBE. Margaret has met more of her lifeboating relations in later life and has found out more about the crew who served in 1927. She is thrilled that, in true Moelfre, Roberts and indeed RNLI spirit, villagers are to hold a commemorative service for them all on 28 October this year.

(For more information, contact Margaret on 07817 083084. Readers of Offshore can find out more about Moelfre in this quarter’s Spotlight section.) COAstAL LIfe Not in my backyard? Windfarms are springing up all around the British Isles, but most are offshore, away from the controversy blowing in the countryside. Bethany Hope investigates their impact Devotees of the modern equivalent of the windmill consider the waters of the UK and RoI ideal for the generation of electricity from wind power. But this is no mere theory – offshore windfarms are now at the forefront of the attempt to lessen our reliance on oil for energy.

The UK’s first such installation was commissioned in 2000 off Blyth, Northumberland. Just two turbines were erected, supplying electricity for almost 2,250 households. Four further farms, with up to 30 turbines each, off north Wales, Norfolk, Kent and Cumbria are now generating power for the National Grid. Arklow Bank windfarm, off Co. Wicklow also has seven turbines in operation.

More are to follow. Offshore wind farms with the potential capacity of 8.4 gigawatts have been approved or offered site licences around the UK. The Department of Trade and Industry (DTI) forecasts that a third of these farms will be in operation by 2010. The north west and north east of England, the greater Wash, the Thames estuary and the east coast of Ireland are all prime locations. Larger developments with hundreds of turbines will be far more efficient than their inshore cousins, resulting in electricity cheap enough to rival nuclear power stations as they near their time for decommissioning.

However, energy companies looking to develop offshore must first gain permission.

Guidelines from the British Wind Energy Association (BWEA), the industry’s representative body, stress the importance of consulting local communities and bodies such as the Royal Society for the Protection of Birds (RSPB), Countryside Agency, Wildlife Trusts, Ministry of Defence (MoD), Maritime and Coastguard Agency (MCA), Royal Yachting Association and RNLI. In our island nations, emotions will always run high when the seascape is at risk so the results of an environmental impact assessment are key to the statutory process.

The view from the coast Offshore windfarms have so far been built in waters less than 30m deep and are clearly visible from the coast. The majority of the planned farms, though larger, will be more than 8 miles offshore and hard to spot on anything but a crystal-clear day. Opinions differ on whether the structures detract from or add to the view. Some find their minimalist design elegant while others object to a blot on Nature. Windfarms on floating platforms, still further out to sea, would resolve any such debate but are currently too expensive to build and maintain.

The construction phase is most feared.

No one wishes their home to turn into an industrial site, with increased noise, dirt and traffic. However, surveys highlight consistently that most people living near windfarms like them and that tourism isn’t harmed. Further, local communities often benefit from job creation, with energy companies keen to employ local contractors.

Several companies have shown their commitment to the local area through donations. For example, npower renewables has set up the North Hoyle Community Fund, which has already given a £25,000 4x4 vehicle to Rhyl lifeboat station. ? Any disruption by windfarms will, however, be nothing compared with the dramatic effects of global warming predicted for coastal communities over the next decades and centuries. These include increased storms and a rising sea level with associated erosion and ? ooding. It is argued that a switch to renewable energy sources, including wind, and the resulting drop in carbon emissions, might delay or even prevent such lifethreatening damage.

Sensitive habitats Each tower must be ? rmly anchored, with piles driven into the seabed, and cables laid to the shore, so there is clearly some effect on marine life. Conservation specialists work to ensure that windfarm designs do not interfere with particularly sensitive species or designated sites. For example, the RSPB has objected to several windfarm proposals because of the risk of habitat loss for birds or their collision with turbines.

However, if carefully sited, offshore windfarms do not appear to have a signi? cant effect on bird populations. A recent report from the Swedish State Energy Authority found that only 14 individuals out of 1.5M seabirds migrating by two windfarms in south east Sweden were endangered. Further, new sealife can ? ourish around the erosionresistant tower bases. Of course, the sites are free of both the smoke and steam exhausts so associated with fossil fuel power stations and the increase in sea water temperature seen at nuclear installations.

Accident imminent? Is it only a matter of time before a boat or plane crashes into a turbine? Windfarms certainly pose a physical hazard, especially when close to major shipping routes, popular ? shing grounds or if encountered by low-? ying aircraft.

The ? rst line of defence is taken by the owners: the towers are marked with bright yellow paint at sea level, have lights on top and are ? tted with fog horns. Next, the UK Hydrographic Of? ce includes them on nautical charts.

The UK’s DTI funded practical trials in 2004, in conjunction with the MCA, the Department for Transport and offshore windfarm industry representatives, to assess any risk to navigation and communication.

Happily, they found minimal impact on boat-based communications and satellite navigation systems, including VHF radios and GPS. There was also little effect on magnetic compasses, other than what could be reasonably expected near a 100m-plus steel tower.

The effect on radar was more complex.

While it should clearly identify a windfarm at a distance, there are risks of false echoes when closer. Further, the MoD found that the blades have the potential to interfere with systems used by Air Traf? c Control and Air Defence.

The RNLI’s advice to all skippers is clear.

‘Although it isn’t currently illegal to enter an offshore windfarm, you should steer well clear. Keep at least 100m from any structure,’ says Hugh Fogarty, RNLI Staff Of? cer Operations (Fleet). ‘Use extreme navigational caution and beware the effects of the tide carrying boats down onto turbines. For sailing vessels, there will be no increase downwind, but there may be turbulence.’ Importantly, the MCA considers any effects on navigational ef? ciency or safety as part of each formal application approval process. ? ‘Although this is a new source of activity for the RNLI, for crews it’s only slightly different from dealing with any other “rock” sticking out of the sea.’ Hugh Fogarty, RNLI Staff Offi cer Operations (Fleet) HOW OFFSHORE WIND POWER WORKS • Approximately 120m tall steel tower.

• Sensors detect wind direction and head turns to face wind.

• Blades, each 35–40m, forced round by wind, slowly turning shaft, like steam in a coal- or gas-? red station.

Gears build up speed.

• Rapid rotation of coils of wire in a magnetic ? eld generates electric current so kinetic energy converted into electrical energy.

• Transformer boosts voltage and undersea cables connect to National Grid on land. Search and rescue What of the effect of windfarms on the RNLI’s own vital work? The charity has conducted exercises off Rhyl, Denbighshire, and the Kentish Flats to look at just this question.

‘Although this is a new source of activity for the RNLI, for crews, it’s only slightly different from dealing with any other “rock” sticking out of the sea,’ says RNLI Staff Of? cer Hugh Fogarty. However, coxswains and navigators are alerted to take extra caution with radar and to beware interference on VHF direction ? nding systems within 50m of windfarms.

Lifeboat crews must be prepared for a new type of rescue and every one of the RNLI’s 230-plus lifeboat stations has been suitably briefed. Those crew who live near offshore installations are encouraged to liaise with the owners and familiarise themselves with the towers and platforms so they can access them quickly and safely in an emergency. Volunteers may have to assist following a collision with a turbine; reach someone who has taken refuge on the service platform after a sinking; or help maintenance personnel who get into dif? culties.

Similarly, the MCA conducted winching and radar tests at North Hoyle windfarm with an RAF Sea King rescue helicopter. It found that rescue helicopters might be able to winch from the top of the towers although their cables aren’t usually long enough to reach the platform. Pilots also need to be aware of air turbulence downwind of the turbines and that the turbine blades may be dif? cult to spot in murky conditions.

‘Helicopters can still operate within and close to windfarms but they have to take more care,’ says Sophie Turner of the MCA.

‘In future, all renewable energy installations will be required to undergo a search and rescue assessment and to create an emergency response plan with the MCA and their local lifeboat stations.’ She also stresses that search and rescue teams will rise to the challenge in the event of an emergency: ‘Helicopter and lifeboat crews respond to varied incidents on a range of boats and assess and evaluate how they are going to handle any incident when they arrive. A windfarm is no different – and at least it does not move around on the sea like vessels do!’ ‘In future, all renewable energy installations will be required to undergo a search and rescue assessment and to create an emergency response plan with the MCA and their local lifeboat stations.’ She also stresses that search and rescue teams will rise to the challenge in the event of an emergency: ‘Helicopter and lifeboat crews respond to varied incidents on a range of boats and assess and evaluate how they are going to handle any incident when they arrive. A windfarm is no different – and at least it does not move around on the sea like vessels do!’ Rhyl people Paul Archer-Jones, Second Coxswain at Rhyl lifeboat station, is a self-employed electrician. He also works on the service boats that take maintenance staff out to the local windfarms. ‘Because the turbines appear so big on the horizon, people think they must be close, but they’re 5 miles out. Five of the Rhyl crew have been or are involved in various roles within the construction and maintenance of the turbine towers.

I know other local people have been employed on the electrical/mechanical side of things. ‘During the building there wasn’t much noise or disruption for Rhyl.

I know other local people have been employed on the electrical/mechanical side of things. ‘During the building there wasn’t much noise or disruption for Rhyl. There was a bit of noise banging in the monopiles and then some upheaval setting up the cables, but the disruption was minimal.

‘People don’t realise how many will be built – particularly in the Thames estuary. The east coast of England will be dotted with them.

The North Hoyle farm has been good for charter boat fi shing and local anglers who fi sh nearby as the bases of the turbines attract molluscs and other marine creatures, which serve as a feeding ground for fi sh.

‘We’ve had two shouts near the windfarm. One was a 4-hour search with Llandudno and Hoylake lifeboats and the Anglesey RAF rescue helicopter. That was for fi ve people in thick fog. The other was to a motor sailing boat that had lost power.

All were landed safely.’ estuary. The east coast of England will be dotted with them.

The North Hoyle farm has been good for charter boat fi shing and local anglers who fi sh nearby as the bases of the turbines attract molluscs and other marine creatures, which serve as a feeding ground for fi sh.

‘We’ve had two shouts near the windfarm. One was a 4-hour search with Llandudno and Hoylake lifeboats and the Anglesey RAF rescue helicopter. That was for fi ve people in thick fog. The other was to a motor sailing boat that had lost power.

All were landed safely.’ CLOse up Innovation stations Providing more than just a reassuring reminder of the RNLI’s presence, the charity’s 232 stations are as carefully designed as the lifeboats they house.

Elizabeth Paine finds out more When a volunteer is on deck, facing waves as high as a house, they have little thought for what awaits them onshore. Every ounce of energy is focused on the task in hand, every second accounted for. But eventually, hopefully, they will make it back safely; perhaps help to recover the lifeboat up a slipway or onto a carriage and into the boathouse.

Once all is made ready for action again, they can at last relax, have a warming cup of tea, a hot shower, a change of clothes; maybe sit and talk with the survivors and their relatives. They will know the station well, spending hours of their own time in training, in showing visitors around, or fundraising during an open day.

But what if the changing rooms never dry out, there’s no space to meet in except for the mechanic’s workshop, and valuable equipment gets damaged or even stolen because security is inadequate? Who would want to volunteer to risk their lives – and to change in the public toilets en route? Withstanding wind and wave The ‘fleet’ of stations owned by the RNLI must withstand the toughest of environments, often immersed in salt water and battered by the elements, while enabling efficient operation of the lifeboats that they house. However, they range in age from more than 100 years to 6 months, so their facilities, and state of health, vary considerably.

To deal with this, the RNLI must balance its duty of care to its volunteers and its purpose of saving lives with the wise use of hard-won funds. Thus, a rolling shoreworks plan identifies the stations most in need of updating operationally, addressing welfare and environmental factors too.

Lately, the introduction of the latest lifeboat designs (the Tamar class all-weather and Atlantic 85 inshore) has demanded modifications to, or even replacement of, many shore facilities. As a result of extraordinarily successful fundraising for the RNLI in 2006 (see page 7) the implementation of the shoreworks plan is now to be accelerated (see panel).

Experience and evolution The RNLI must consult widely to go ahead with a shoreworks project. The charity leads the field in working with local authorities and other organisations to ensure that the design, materials, construction process and lasting impact are sensitive to the local environment, using the best in modern architectural and engineering techniques. Padstow’s multi-awardwinning new station is a perfect example of function, form and process coming together successfully in a remote and rugged location. As it had to meet the minimum 50-year lifespan expected of all lifeboat stations, traditional materials combined with the latest civil engineering research were a sound investment.

This is no simple achievement, however. An example of the uphill struggle that can be faced in getting a new lifeboat station off the drawing board is in Lymington, Hampshire.

Solent saga The search for a new site for Lymington lifeboat station began 9 long years ago. In 2006, after much controversy, the new station finally opened – on the old site.

Initial hopes for the New Forest yacht-spot were to find a deep-water location so that a davit (crane) could be installed to ease launch and recovery.

The local Lifeboat Operations Manager Mike Webb, RNLI Estates Manager Howard Richings, the site’s architect and three successive lifeboat inspectors walked the entire town in their quest. The quay was too congested, particularly in Summer when tourists pack the picturesque waterfront. Across the river, hard by the Isle of Wight ferry dock, the train gate would have caused major hold-ups for the crew during emergencies.

Finally conceding that the existing site remained the best option, a larger footprint was agreed. A pontoon was proposed to alleviate territorial concerns from neighbours (frequent regattas make this a hectic frontage) but the Harbour Commissioners rejected this idea, so priority access to the area’s one slipway was delicately negotiated.

The RNLI was determined to find a solution that would not only suit its operational needs but also be sensitive to the location and the locals. Altogether, 28 different plans were drawn up before permission was finally granted.

Since five members of the crew of 1965 officially opened it, the new building has evolved into a focus for the community. The integral RNLI shop is booming and local clubs can hire any vacant meeting rooms. State-of-the-art training facilities were generously funded by local resident Rufus Eyre, and comprise a dedicated room with plasma screen, projector and laptop and a computer network throughout the building. A well-equipped workshop enables any maintenance issues to be dealt with promptly, and changing facilities are warm and comfortable.

The lifeboat itself (currently an Atlantic 75 but soon to be an 85) is now dry-housed, her carriage permanently hitched to her launching tractor. The old shed could not accommodate this arrangement and the coupling was dealt with in the open, at the time of launching. This time saving quickly proved its worth, as caught on film by BBC TV’s Seaside rescue, when a casualty was airlifted away only 18 minutes after the initial shout, almost certainly saving his life.

Lymington’s design is so successful that it is now considered a blueprint for future lifeboat stations – and there is now a waiting list to join the crew. ? MAjoR ShoREWoRkS coMPlETEd In 2006–7 Fraserburgh new D class boathouse and shore facility Clacton new B and D class boathouse Tower Lifeboat Pier on River Thames Lymington new B class boathouse Padstow new Tamar class boathouse and slipway Port Erin boathouse and slipway adaptation Saltash extension to divisional base Whitby boathouse substructure and new berth MAjoR ShoREWoRkS PlAnnEd foR 2007–11 Angle, Anstruther, Aran Islands, Baltimore, Barrow, Bembridge, Borth, Bridlington, Castletownbere, Cromer, Douglas, Dunbar, Enniskillen, Exmouth, Gravesend, Hayling Island, Howth, Hoylake, Islay, Kinsale, Llandudno, Moelfre, Morecambe, New Brighton, Portaferry, Porthdinllaen, Portrush, Sennen Cove, Shoreham Harbour, Southend-on-Sea, St Davids, St Helier, The Lizard, The Mumbles, Torbay, Weston-super-Mare, Wexford, Wick (‘Major’ is more than £250,000 cost) Salcombe correspondence RNLI supporter Richard J Garnett Harper had watched some RNLI shoreworks underway at Salcombe, Devon, in 2006 and wrote to query its cost-effectiveness: ‘My house overlooks the lifeboat mooring station, which was built in 2005.

Previously the lifeboat had to be moored out in the estuary. After what seemed a short time, the lifeboat was remoored in the estuary and the new, presumably costly mooring partly dismantled. It would be comforting to know that the cost of this mistake is not being borne by the Institution.’ RNLI Estates Manager Howard Richings replied: ‘We provided a new boathouse and slipway for the newly allocated inshore lifeboat and a new “alongside” berth for the existing all-weather lifeboat, to improve response time and safety. Finding this solution proved diffi cult due to the sensitive nature of the area and providing a berth and access channel of suffi cient depth.

‘However, we were less than satisfi ed with the new pontoon, in particular the performance of the paint system. But remedial work, in factory conditions, was done at the cost of the supplier and contractor. ‘We also took the opportunity to prepare the pontoon for new fendering to accommodate a possible future lifeboat that was not known of at the time of the original design. We brought this work forward while removal and transport costs were being borne by others.

‘Marine works are by their nature diffi cult and problems with corrosion common. It was essential that we obtained value for money from our contract and minimised the risk of future maintenance problems. The berth is now operational again (pictured).’ Mr Garnett Harper concluded: ‘Thank you for your comprehensive and helpful reply. It has given me the reassurance that my contribution to the RNLI, and that of others, is being spent wisely. The support that I and my family give to the volunteer crews will continue and our admiration of them is constant.’ photo: tim stanger LRps testInG, testInG … For the RNLI, going ‘green’ is not about fl aunting ecoworthiness.

There are sound economic and common-sense principles behind the trial of the PowerEd, a combination mini wind turbine, solar panel and weather sensor freshly installed on the roof of the depot at Headquarters in Poole. In an experiment run in partnership with local Lytchett Minster school, the equipment is being assessed for possible use at RNLI lifeguard units. Often in remote spots, not connected to a conventional electrical supply, lifeguard units all need to run lighting, various appliances and communications equipment. Though probably too early to try out in the new lifeguard towers being installed this Summer (pictured), the thoroughly practical package could become the standard – and even pay for itself. .