THE JOURNAL OF THE RNLI

Volume XLVII Number 472 Summer 1980 25p

The Captaintakes his hat off

totheENLL

THELIFEBOAT

Summer 1980

Contents ^0^^ 39Summary of Accounts for 1979 40

Volume XLVII Lifeboat Services 41

JN UlTlDer 4 IL The Reconstruction of Tenby Lifeboat House, by Ian Haken 47

The Brede: prototype of a new lifeboat based on the Lochin 33 48

Chairman: Here and There 51THE DUKE OF ATHOLL

Familiarisation . . . with the Atlantic 21 rigid inflatable lifeboat, by ChrisDirector and secretary: Rundle 52REAR ADMIRAL W. J. GRAHAM, CB M N I

Lifeboat People 53

Lifeboat Museums and Display Centres, by Richard Mann, display manager 54

The Development of the Lifeboat, by Eric Middleton 56

Letters 59

Editor: Some Ways of Rajsing Money 61JOAN DAVIES

Shoreline 65

Headquarters:Royal National Life-boat Institution, Books 66West Quay Road, Poole, Dorset BH151HZ (Telephone Poole 71133). Offshore Lifeboat Service, December, 1979, January and February 1980 . 70Telex: 41328. , _~. Inshore Lifeboat Services, December, 1979, January and February, 1980. 70London Office:Royal National Life-boat Institution,202 Lambeth Road, London SE1 7JW Index to Advertisers 72(Telephone 01-928 4236).

COVER PICTUREBridlington 37ft Oakley lifeboat WilliamHenry and Mary King setting out throughheavy swells in the harbour month onAugust 14, 1979, to go to the help of thefishing coble Sincerity a mile south east ofthe station. The lifeboat was under thecommand of Second Coxswain Denis Atkinsas the coxswain was on leave. It was ebbtide and, with a gale, force 8, blowing fromthe south east, the weather and sea werevery rough. The lifeboat launched at 1300,reached the fishing coble at 1320 and then,with both boats streaming their drogues,Sincerity was escorted safely back to herberth at 1400. The photograph was taken byTim M. Carter.

Editorial: All material submitted forconsideration with a view to publica-tion in the journal should be addressedto the editor, THE LIFEBOAT, RoyalNational Life-boat Institution, WestQuay Road, Poole, Dorset BH15 1HZ(Telephone Poole 71133). Photographsintended for return should be accom-panied by a stamped and addressedenvelope.

Next issue: the autumn issue of THELIFEBOAT will appear in October andnews items should be sent by the end ofJuly. News items for the winter issueshould be sent in by the end ofOctober.

Advertisements: All advertisingenquiries should be addressed toDyson Advertising Services, PO Box 9,Godalming, Surrey (TelephoneGodalming (04868) 23675).

Subscription: A year's subcription offour issues costs £1.40, including post-age, but those who are entitled toreceive THE LIFEBOAT free of chargewill continue to do so. Overseas sub-scriptions depend on the cost ofpostage to the country concerned.Write to RNLI, West Quay Road,Poole, Dorset BH15 1HZ.

Printers: The Friary Press, Grove Trad-ing Estate, Dorchester, Dorset.

37

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38

NOTES OFTHE QUARTER

WHEN, ON MARCH 27, HRH The Duke ofKent attended the first meeting of theCommittee of Management to be heldin the RNLI's new London premises, itwas the first time that a President of theInstitution had addressed such a meet-ing. The Duke expressed the RNLI'sthanks to The Marine Society whoseinitiative and enterprise had trans-formed the old Archbishop Temple'sSchool into new offices. The Societyhas made available a small suite for theRNL1 and is generously allowing theuse of its council chamber for many ofthe Institution's regular committeemeetings.

Following the meeting, the Duke ofAtholl, Chairman of the Institution,and Rear Admiral Wilfred Graham, theDirector, showed the Duke of Kentover the RNL1 offices, introducing tohim the members of staff who workthere.

Service to merchant shippingThe last two winters have been

marked by storms of unusual ferocity.A number of merchant ships have cometo grief and many have been helped bylifeboats. Last year, the medalsawarded to the Humber, Wells andBridlington coxswains were all for ser-vice to merchant vessels, as were the

HRH The Duke of Kent visi-ted the Institution's Londonbase in The Marine Society'spremises, Lambeth, lastMarch to attend a meetingof the Committee of Man-agement, the first such meet-ing ever to be addressed bythe President. Following themeeting, the Duke wasshown over the RNLI officesby the Duke of Atholl (r.),Chairman of the Institution,and Rear Admiral WilfredGraham (c.), the Director.

three silver medals presented at thisyear's annual presentation of awards tothe coxswains from Selsey, Shorehamand Padstow. All the services were car-ried out in extreme conditions and mostwere prolonged. Intense cold, over-whelming seas and storm force windsmet the lifeboats which were some-times thrown against the much largercasualties.

Expressed as a percentage of totallifeboat services, the number to mer-chant vessels is relatively small; butthese services are likely to be the mostarduous, lengthy and potentiallydangerous of all and they show howvital the lifeboat service is to allseafarers.

'This is Your Life'Lifeboat coxswains are accustomed

to dealing with unusual situations butCoxswain Brian Bevan of Humber waslost for words when Eamonn Andrewsstepped up to him in the Kodak Gal-leries in High Holborn, London, inMarch and told him, 'This is your life'.Coxswain Bevan was joined on thetelevision programme by his wife, Ann,and their son, by his crew and theirwives and by some of the peopleHumber lifeboat had rescued. FormerBridlington lifeboat coxswain, JohnKing, and the present Bridlington cox-swain, Fred Walkington, both took partin the programme; Brian and Fred had

This is your life. . . " When Eamonn

Andrews approachedBrian Bevan at theKodak PhotographicGallery, High Holborn,last March, it was theseventh time he hadsaid these famouswords to a lifeboat cox-swain. SuperintendentCoxswain Bevan ofHumber was awardedthe gold, silver andbronze medals for ser-vices during the winterof 1978 and 1979.

at one time served together in Bridling-ton lifeboat while John King wascoxswain.

When the programme was broadcast,it was seen by 18.1 million viewers.

Coxswain Bevan is the seventhlifeboat coxswain to have appeared on'This is Your Life'. The other six areEddie Madron of Penlee; Archie Roweof Coverack; Dan Kirkpatrick of Long-hope; Richard Evans of Moelfre,whose programme was so popular thatit was repeated; Henry 'Shrimp'Davies of Cromer; and Alf Pavey ofWeymouth.

Kodak photographic exhibitionTwo hours after Coxswain Sevan's

surprise encounter, the photographicexhibition 'In Danger's House', spon-sored by Kodak, was opened byRaymond Baxter, a member of theCommittee of Management and chair-man of the Public Relations Committeeof the RNLI. He was introduced by MrR. Freeman Wright, a director ofKodak, who had been connected withSennen Cove for more than 20 years,counting the crew as his friends.Strangely enough, Raymond Baxter'sown connections with the lifeboat ser-vice had also begun at Sennen Covewhen, at the age of 12, he accompaniedhis sister to a dance held on the sandedfloor of the boathouse and was takenout on a practice launch the next day.

In thanking Kodak and the photo-graphers whose picture made up theexhibition, Mr Baxter emphasised thatthe great strength of the lifeboat serviceis that its supporters voluntarily give oftheir own as best they may, be it infinancial backing or personal service;the work of the photographers was aclassic example of just that splendidprecept—from each according to hisability. Mr Baxter then vividly broughthome to his listeners the constant ser-vice of our lifeboats:

'Each day, around our coasts,lifeboats will launch seven times. Whenwe are sitting down to breakfast, havingour lunch at midday, an afternoon cup oftea, our dinner in the evening, some-where the maroons are being fired. And

39

when we are in our beds at night they willbe fired three times more. On average,three lives will be saved by lifeboatsevery day. And no matter what the typeof lifeboat, whether she is in a boathouseor on moorings, she will be immaculateand all her gear maintained to the high-est standard at all times.'

The exhibition 'In Danger's Hour'was on view in the Kodak Gallery,High Holborn, for a month in the spring

The Civil Service and PostOffice Lifeboat Fund hasalready donated 38 lifeboatsto the Institution and hasstarted to contribute towardsa 39th, and Miss Connie H.Henry, who has recently takenover as honorary secretary ofthe Fund from John Chap-man, was welcomed to Poolein May. She was accompaniedby John Moore, deputy chair-man of the Fund. On a tourround HQ with John Atterton(/.), deputy director, the visi-tors were shown the design forthe new fast slipway lifeboatby Symington Macdonald,chief staff officer (technical).

and during the year it will be shownagain at Woburn Abbey.

QuestionnaireFollowing last year's Fastnet Race,

and with the agreement of the Medicaland Survival Committee, Dr William J.Guild of the Department of Physiology,Edinburgh University, who is also anenthusiastic supporter of the RNLI,sent a questionnaire to the 13 lifeboat

stations whose crews were involved inthe search and rescue operation whenstorms struck the fleet of 303 yachts.The questions covered the effect ofhypothermia, seasickness, fatigue,vision, morale, heat in cabin lifeboats,use of rations and effectiveness ofprotective clothing.

It is the first time that an attempt hasbeen made to gather information in thisway and the response from the stationswas good, providing some very usefulmaterial for discussion by the Medicaland Survival Committee. As was to beexpected, the need for good clothing asan insulation against the cold and wetwas underlined, including warm glovesand spare clothes for survivors, andalso the importance of hot food anddrinks and toilet facilities on prolongedservices. One point which emergedfrom the answers was the value of thenew bump caps being issued to sta-tions, both because of the addedwarmth they give to the head and alsobecause they help the wearer to bracehimself against the boat to meet the vio-lent movement of the sea.

Summary of Accounts for 1979A VISUAL REPRESENTATION

Full accounts are available from Poole head-quarters and a detailed report of the annualgeneral meeting held on May 22 at the RoyalFestival Hall, London, will be published inthe autumn issue O/THE LIFEBOAT.

What it cost in 1979

£m11

10

9

8

7

6

5

4

3

2

1

0

How expenditure was apportionedTen year at a glance

•mem;

:;SSv:-:

Ly'iaij=J553

:£S^ :==:

===

Total £9.73m

How the money was raised

1971 1973 1975 1977 19791970 1972 1974 1976 1978

Areas of Expenditure Key

LIFEBOATSERVICE

LIFEBOATSUPPORT

OperationalRecurrent

ManagementSupport

OperationalCapital

Fund RaisingSupport

INVESTMENTINCOME

MEMBERSHIP

TRADING SALES LESSCOST OF SALES

37. OTHER INCOME

Total £10.07m

40

South Western Division

Stood by in stormON SATURDAY December 15, 1979, HMCoastguard informed the honorary sec-retary of Padstow lifeboat station that avessel three miles north west of Tre-vose Head had transmitted a maydaydistress signal and needed immediatehelp. In view of the extreme weatherconditions the honorary secretarydecided to go to the boathouse beforeauthorising a launch. Here he learnedthat the vessel was the 2,800-ton Greekfreighter Skopelos Sky, now 2'/2 milesnorth of Padstow Bay steering 035° at 7knots with 15 crew on board. At 1944 amayday relay from Land's End Radiostated that Skopelos Sky had a dan-gerous list and required helicopterassistance.

The wind had been blowing up to vio-lent storm, force 11, from a generallywesterly direction since the previousday and by 0600 had reached force 14on the anemometer at RAF St Maw-gan. Widespread damage had beencaused in Cornwall. It was now northwest storm, force 10, gusting to hur-ricane, force 12, with rain squalls, andthe tide was in the second hour offlood. The seas were by far the worstany of the lifeboat crew had evercontemplated.

Coxswain Trevor England had allstowages checked for security shouldthe lifeboat be capsized and ordered alllifejacket light plugs removed and allpersonal safety lines to be worn. Then,after consultation between the cox-swain and the honorary secretary, the48ft 6in Oakley lifeboat James andCatherine Macfarlane was launched at0952.

Within a minute of leaving the slipthe lifeboat was clear of any lee andCoxswain England shouted the first ofhis customary warnings to the crew inthe after cabin on the approach of anextra heavy sea. After a few minutes,however, he ceased shouting warningsbecause extraordinary seas were con-tinuous. He set course 055°M to clearNewland Island and found himself hav-ing repeatedly to ease the throttles asenormous seas were encountered.Even so, the lifeboat achieved only oneknot less than her maximum speed and,with nearly half a knot of flood tide

helping her, she rounded Newland at1020. Skopelos Sky was 1 !/2 milesoffshore in Portquin Bay with a star-board list.

Coxswain England's first thoughtswere to ask her to anchor, but neitherthe lifeboat nor coastguards couldobtain any reply from Skopelos Sky,which was now on a south-west course.The Coastguard designated helicopterRescue 69 'on scene commander'. At1035 the lifeboat prepared to approachthe freighter's port quarter, and SecondCoxswain Richard Tummon tookcharge on deck, putting fenders out onthe lifeboat's starboard side. The casu-alty then altered course north east andthe lifeboat's fenders had to be changedto the port side. During this operationone fender was lost overboard andCoxswain England decided to retrieveit in order to see if it would be possibleto rescue survivors from the water.

Helicopter Rescue 69 told thelifeboat on VHP radio that he had nocommunication with the casualty andasked the lifeboat to stand by while heattempted to lift the crew. An addi-tional helicopter then arrived on scene.He, too, reported no communicationwith the casualty, but the lifeboat hadnow established communication withSkopelos Sky on 2182 kHz and thisproved to be the only means of contact.

Coxswain England asked the masterif he could anchor and received thereply that it was too rough to send aman on to the fo'c'sle. Ilfracombe

Portquin Bav, Cornwall, December 15, 1979: Padstow lifeboat, the 48ft 6in Oakley James and Catherine Macfarlane stands by the Greekfreighter Skopelos Sky in an onshore storm gusting to hurricane force. photograph by courtesy of John Watts

Radio asked the lifeboat to obtain theintentions and full description of thecasualty, while the Coastguard askedthe lifeboat to obtain details of thecargo and bunkers carried because theywere now unable to raise her on MF.The lifeboat was able to pass the infor-mation that Skopelos Sky was 105metres long, 17 feet draught andintended to keep five men on board totry to save the vessel. She carrieddrums of lubricating oil and 90 tons ofbunkers.

After three men had been lifted off,the helicopter's winchman hit thefreighter's superstructure three timesand the pilot suggested the lifeboat goin for the remainder. The casualtysteamed head to sea and the survivorswere gathered aft, but the height ofdecks was such that it depended on thearrival of the right sea at the appro-priate moment to carry the lifeboat highenough to get the men off. The lifeboatwas ranging between the level of thecasualty's propeller boss and her maindeck.

Coxswain England used all his veryconsiderable boat-handing skill and thefull power of his engines. Even so thelifeboat's forward fairlead was badlydamaged when Skopelos Sky rolledheavily on to the lifeboat. After fivealongside attempts, during which oneman threw his suitcase down on to thelifeboat, the freighter's crew waved thelifeboat away indicating that theywould only abandon ship by helicopter.Throughout the five attempts to getalongside Second Coxswain Tummonand his deck party were on theforedeck of the lifeboat ready toreceive the survivors.

Coxswain England had by now con-cluded that rescue by lifeboat wasimpossible, except perhaps from thesea itself, and so he asked the helicop-ter to try again. The lifeboat then stoodby the casualty's stern while sevenmore men were lifted. It was just after1100 and the 'on scene commander'asked the lifeboat to remain standingby until further notice.

Skopelos Sky now began steamingeast-west in a figure-of-eight patternacross Portquin Bay at 5 to 6 knots,with the wind and sea mainly on alter-nate beams, still with her starboard listdue to the shift of cargo.

At 1400 the wind was still gusting toforce 12 and the state of the sea inPortquin Bay was awesome. Closeinshore nothing could survive. Peoplewatching from the cliffs 200 feet high atDoyden Point were losing sight of thelifeboat completely for many secondsat a time although she was no morethan a quarter of a mile off shore. Cox-swain England afterwards said he feltlike 'an insect in a ploughed field'.

The lifeboat kept constant station onthe casualty's quarter, taking everypossible advantage of whatever lee thefreighter herself afforded but beingdangerously exposed every time

Skopelos Sky reversed her course; thenit was only the most skilful handling bythe coxswain in meeting the worst ofthe waves which was preventing acapsize.

Arrangements were being made forClovelly's 71ft Clyde class lifeboat Cityof Bristol to take over from Padstowlifeboat at dusk with Padstow relievingagain in the morning. Clovelly lifeboathad to be diverted to answer anothercall, however, and Coxswain Englandsaid he would be willing to remain withSkopelos Sky all night if necessary.

By 1500 it was apparent that it wouldbe dark before long and helicopterrescue might be impossible. CoxswainEngland advised the master of thecasualty to steam to seaward and dropboth anchors and all the cable he had inan attempt to save the ship, but themaster was unwilling to take this actionbecause of the heavy seas being ship-ped over the fo'c'sle.

In the next hour the lifeboat relayedthree messages from the Coastguard tothe master of Skopelos Sky advisinghelicopter lift, which could no longerbe delayed. As the last message camethrough at 1555 the helicopter Rescue21 asked the lifeboat to inform thecasualty that he would now fly overhim and advised him that the remainingcrew should come off now. At about1600 the master said he would head intowind to drop anchor and then he wouldbe ready to be lifted off in about 15minutes. He asked the lifeboat to standclose by while he sent a man forward tolet go anchor in case the man should bewashed overboard. The lifeboat camein as close as possible to the freighter'sside and the anchor was dropped atabout 1620. However, not enoughcable was veered and it simply hung upand down. Rescue 21 lifted off threemore men by 1635 and it was then dark.

The master and one oiler were stillon board and they shut down SkopelosSky's engines and switched off all herlights as she lay bows south west andbegan drifting in with the lifeboat stillbetween her and the shore. By 1700only the master remained to be lifted.Rescue 21 had departed and a SeaKing, Rescue 90, using her searchlight,was trying to lift the master from theafter end of the ship.

At 1710 Coxswain England reportedthat he estimated the casualty would beashore in about 15 minutes. Soonafterwards the people on the cliffs lostsight of the lifeboat as she disappearedunder the headland over which spraywas still flying. Five minutes later thecoxswain reported that he was now pul-ling out from between the casualty andthe shore.

The Sea King was still trying torescue the last man as Skopelos Skygrounded below Doyden Point at 1723.Then he was lifted clear and secondslater the entire freighter was obliteratedin spray as she was hit by an enormousbreaker. As the spray cleared, whathad been a list to starboard, that is to

seaward, had been transformed into a45 degrees list to port, hard among therocks. The lifeboat congratulated theSea King.

With the tide now at half ebb, itwould be eight hours before it would bepossible to enter Padstow. The crewwere already suffering from their longordeal with the sea and so CoxswainEngland decided to try to rehouse.

There was a certain amount of shel-ter from the north west at the foot ofthe slip and the wind had moderated togale, force 8, to strong gale, force 9, bythe time the lifeboat arrived at 1810,but there was still a heavy run on theboathouse slipway. Coxswain Englandfound the keelway on his first attemptbut the lifeboat ranged 30 feet up anddown the slipway and the haul-up spanwas damaged by the keel. The lifeboatwas then held clear on her engines andbreasting ropes for 30 minutes whilethe spare span was fitted and the winchwire re-flaked by the launchers whowere at times being submerged up totheir necks. Coxswain England put herback on the slipway, again at the firstattempt and, though ranging andthumping very hard, she was hauledclear at 1900. No damage had been sus-tained except that to her bow whenalongside the casualty and she wasreported ready for service again at2000.

For this service a bar to his silvermedal was awarded to CoxswainTrevor R. England and the thanks ofthe Institution inscribed on vellumwere accorded to Second Cox-swain/Assistant Mechanic Richard J.Tummon, Motor Mechanic Horace E.Murt, Emergency Mechanics Arthur J.May and Peter J. Poole and CrewMembers Sidney P. Porter, Allan C.Tarby and Edward L. Hicks. Thethanks of the Institution inscribed onvellum were also accorded to each ofthe slipway helpers: Head LauncherPatrick N. Rabey, Shore AttendantJohn W. S. Thomas, Assistant Winch-man William J. Tucker and Shore Hel-pers Ian W. Macer, Timothy P. Lloyd,Ian G. Kendall, Stewart Porter andFrederick W. Norfolk. A vellum ser-vice certificate was presented toWinchman Ernest R. Bennett.

One onlooker, Air Commodore A. E.Clouston, RAF (Retd), later wrote toCoxswain England to congratulate himand his crew. In his letter he said:

'Local old timers and seafarers agreethe storm was the worst in living mem-ory. From my house I overlook Constan-tine Bay Trevose Head and I have neverseen such seas in Cornwall or in over 40years of flying over most oceans in allparts of the world.

'When the radio announced a ship wasin distress and the Padstow lifeboat hadbeen called out, considering the hur-ricane conditions prevailing I gave yousmall chance of surviving. The fact youand your crew launched, gave assistanceand returned safely speaks volumes foryour capability as seamen. Furthermore,this was the most outstanding act of

42

unselfish courage and seamanship that Ihave known in my lifetime . . . All duecredit to the excellent work of your shorebased launching and recovery crew whomade your trip possible.

'The country should be proud to pos-sess such outstandingly courageousseamen as you and your crew . . . Goodluck.'

South Eastern Division

Twenty-six rescuedHM COASTGUARD at Shoreham MRSCtelephoned the honorary secretary ofShoreham Harbour lifeboat station at0817 on Monday January 21 asking thatthe lifeboat be placed on standby; amerchant vessel, the 3,500-ton Greekfreighter A thina B, loaded with pumicefrom the Azores and bound forShoreham, was in difficulties somemile and a half off the harbour.

A strong gale, force 9, was blowingfrom the south east giving a very roughsea and heavy swell. Visibility, gener-ally good, was reduced to poor in rainsqualls. It was low water with the tidesetting east north east at one knot andthere was some 8 foot of water over theharbour bar.

Annual clearing of the shingle fromthe lifeboat slipway toe was in pro-gress, so the 42ft Watson Dorothy andPhilip Constant was lying afloat.

At 0827 Athina B asked for lifeboatassistance, the maroons were fired andat 0840 Dorothy and Philip Constant,under the command of Coxswain Ken-neth Voice, slipped her temporarymoorings and headed across the barand out of harbour at half speed.

Once over the bar, speed wasincreased to full and by 0848 thelifeboat was off the casualty. Athina Bwas lying head to wind almost beam onto the tide and seas with her anchor outand her engines going slow ahead. Seaswere breaking continuously over herstarboard side and, with a draught ofsome 19 feet, she was alternately takingthe ground and floating.

Coxswain Voice had the lifeboatbows heavily fendered; he then orderedhis crew to the port side of the deckbefore going alongside the port side ofthe casualty, keeping the lifeboat'sstern clear to prevent rudder damage.Continually manoeuvering forward andastern, Coxswain Voice managed tomaintain station despite the very roughseas which were carrying the lifeboatsome 15 feet up and down the freight-er's side. With excellent timing, thedeck crew managed to snatch the cap-tain's wife, young daughter and six-year-old child from Athina B's sidedeck on to the lifeboat. Nobody elsecould at that time be persuaded toleave, so the lifeboat steamed clear.

By now the wind had increased tostorm force 10, still from the southeast, and the very rough seas had risento 20 feet high with spray reducingvisibility.

Following radio discussions with thecasualty, it was agreed that anotherattempt should be made to take off theremaining woman and anybody elsewanting to leave the ship. The lifeboatwas moving into position for a secondrun in when she was picked up andoverwhelmed by a very large wavewhich flooded the cockpit, breakingthree guardrail stanchions with itsforce.

While the cockpit drained throughthe scuppers, the lifeboat was success-fully brought alongside the ship's portside but before anyone could be trans-ferred she was again lifted bodily by ahuge wave and her bows came crashingdown on to the ship's gunwale. She pul-led clear and came alongside AthinaB's port side amidships where onewoman was safely taken off on to thelifeboat. It was now about 0910.

By 0930 Coxswain Voice was becom-ing concerned about the health of thesecond woman survivor, who was suf-fering from shock, seasickness andhypothermia. Motor Mechanic JackSilverson, a first aider, had wrappedher in blankets and reassured her buthe thought she should have medicaltreatment as soon as possible. So thelifeboat made for Shoreham, asking tobe met on arrival by an ambulance.

Ten minutes later, with droguestreamed, the lifeboat was picked up bya large sea just off the harbour en-trance; she was pooped and took asheer hard aport. However, the droguequickly brought the stern round to thesea, the freeing ports rapidly drainedthe cockpit and without further inci-dent the lifeboat entered harbour toland the four survivors. One crewmember was also landed while twoextra crew members were embarkedbefore the lifeboat left harbour again at1022 to return to the casualty.

By 1032 Shoreham lifeboat was once

again off Athina B and Coxswain Voiceasked that her crew should be ready ondeck wearing lifejackets before hestarted the run in. The freighter hadswung round and was heading southsouth west, so Coxswain Voicedecided to go alongside her starboardside where there was some lee from thestorm even though waves were nowbreaking over the freighter from thesouth east.

Coxswain Voice manoeuvred thelifeboat alongside Athina B amidshipswhere, despite the violent pitching,good station was maintained while 11of the crew jumped into the waitingarms of the lifeboat crew.

By now, 1052, the Newhaven tugMeeching had arrived and, as the mas-ter of Athina B, who was in communi-cation with the tugmaster, told thelifeboat that he wished to keep theremaining crew on board, CoxswainVoice set course for Shoreham to landthe 11 survivors. Again the drogue wasstreamed entering harbour as there wasno abatement of the storm.

After the survivors had been landed,at 1125, the damage to the lifeboat wasinspected by the district surveyor oflifeboats (SE), who had come fromOsborne's boatyard at Littlehampton.Damage was found to be basically sup-erficial and at 1140 the lifeboat returnedto sea to stand by Athina B. By 1219,however, the freighter had refloatedand was out of immediate danger andas at that time none of her remainingcrew wanted to abandon her and shewas close to Shoreham Harbour, it wasagreed that the lifeboat should return tostation and stand by there.

After another run into harbour withthe drogue streamed, the crew returnedhome for dry clothes and food, toremuster at 1500. Then, at near highwater, Dorothy and Philip Constantwas hauled up into the boathouse so

Athina B after she had finally been driven ashore on Brighton Beach. The entrance toShoreham Harbour is beyond the distant power station chimneys (top left).

photograph by courtesy of 'Evening News'

43

that her hull could be inspected morethoroughly. No serious damage wasfound and she was returned to her tem-porary mooring where her stanchionswere repaired. It was expected that shewould be needed again as Athina B,which was attempting to claw off theshore, had radioed that she had onlyenough fuel for three more hours, butin the meantime the crew dispersed tostand by at their own homes.

At 2015 Shoreham Coastguard askedthat the crew be reassembled and halfan hour later Athina B, now half a milesouth west of Brighton Marina, put outa mayday distress call asking forlifeboat assistance. Dorothy and PhilipConstant, after crossing the bar, set asouth-easterly course for this new posi-tion at full speed.

The tide was again near low waterand setting east north east at one knot.The wind had veered to the south westand eased slightly to gale force 8 to 9.Visibility was good.

At 2050 the launch of Newhavenlifeboat was requested by the Coast-guard and at 2105 the 44ft WaveneyLouis Marches! of Round Table slippedher moorings with Coxswain/MechanicLeonard Patten in command. Onceclear of the very rough seas at the en-trance to Newhaven Harbour she setout to the west at 10 knots. Beforelong, however, she had to reduce speedwhen a large sea hit her, spinning herthrough 90 degrees. Course wasresumed at 8 knots but at 2115 a seaabout 15 to 20 feet high hit the lifeboatwhich corkscrewed up the side of thewave, then lay over on her beam ends.The capsize lights operated as she waslaid over with the wheelhouse flooded,but the capsize switches were cancel-led and the lifeboat resumed her west-erly heading. One crew memberwashed overside but still attached byhis lifeline was brought back inboardand Second Coxswain Alan Boyle wasgiven first aid for a head wound he hadsustained.

Newhaven lifeboat continued west-ward for a further three miles until , at2145, Shoreham Coastguard told herthat everyone had been rescued fromAthina B, whereupon she returned tostation. She arrived at 2230 and SecondCoxswain Boyle was taken to hospitalfor medical treatment.

Meanwhile, at 2109, Athina Breported that she was lying beam to theseas, her no. 1 hatch cover was stovein, and she was unable to get crew for-ward to let go the anchor as she wasbeing swept overall by seas and spray.Coxswain Voice asked her to identifyherself by switching on her decklights.This she did and when Shorehamlifeboat was abeam Brighton PalacePier, at 2135, the casualty could beseen by the lifeboat crew.

The south-westerly wind had arisenonce more to strong gale, force 9. gust-ing to storm, force 10. Shorehamlifeboat continued her passage towardsBrighton Marina in the very rough fol-

With five motor fishing vessels preparing to try to enter harbour in an easterly gale and veryrough seas, Scarborough lifeboat, the 37ft Oakley Amelia, launched at 1426 on March 18 andstood by at the entrance. Coastguards stood by on the piers with rocket apparatus. It wasdecided, however, that entry would be too dangerous and that the fishing bouts should rideout the storm. Scarborough lifeboat returned to harbour, remaining afloat overnight, andstood by again at 0545 the next morning while, in moderating weather, the fishing boats camesafely into port. photograph by courtesy of 'Scarborough Evening News'

lowing and quartering seas, some ofwhich filled the cockpit. Athina B wasfound heading east north east with seasbreaking over her but well aground inheavy surf some 250 yards off thebeach and about 400 yards east of thePalace Pier.

Coxswain Voice approached thecasualty in the surf at slow speed,illuminating her with a parachute flare.Once abreast of Athina B's stern hestarted to put on port helm to bring thelifeboat along her lee side, but thelifeboat was suddenly hit by a large seaon the port quarter which picked her upand turned her through 90 degrees sothat she was heading straight for AthinaB's quarter and being swept inshore.Coxswain Voice increased speed to fullon both engines but in the surf this hadless than the usual effect and it wasimpossible to prevent the stern of thelifeboat hit t ing the starboard quarter ofAthina B and scraping down her star-board side until just forward of herbridge.

While the lifeboat was ranging some12 to 15 feet up and down Athina B'sside, ten of her crew threw themselvesand their suitcases at the lifeboat'sdeck, where the lifeboatmen were wait-ing to catch them. It was thought thatthis accounted for the entire's shipcomplement until another man wasseen standing on the bridge. He wasfinally persuaded to climb down fromthe bridge, but mistimed his jump andlanded in the water close to thelifeboat's port quarter. CoxswainVoice immediately stopped the portpropeller and put the starboard engineto ahead to prevent the man beingcrushed between the two boats. Sec-ond Coxswain Kenneth Everard helpedby Assistant Mechanic Michal Fox andEmergency Mechanic Geoff Tugwellquickly pulled the last survivor out of

the water to safety. It was now 2141.The lifeboat rounded Athina B's

bows, cleared the Palace Pier and setcourse for Shoreham. She entered har-bour with her drogue streamed at 2245.The 1 1 survivors were landed andtaken into council care while crewmembers made the lifeboat ready forservice; she was back on her temporarymoorings at 2350. In all, 26 people hadbeen rescued.

For this service the silver medal wasawarded to Coxswain Kenneth F. D.Voice of Shoreham Harbour and thethanks of the Institution inscribed onvellum were accorded to Second Cox-swain Kenneth L. Everard. MotorMechanic Jack Silverson. AssistantMechanic Michael J. Fox. EmergencyMechanics Geoff Tugwell and JohnLandale and Crew Member Peter R.Huxtable. Letters of appreciationsigned by Rear Admiral W. J. Graham,director of the Insti tution, were sent toCrew Members Peter Everard andDerek J. Silverson. who were aboardfor only part of these services.

South Western Division

Coaster on rocksA VESSEL on the rocks at Prawle Pointwas reported to the honorary secretaryof Salcombe lifeboat station by PrawlePoint Coastguard at 2233 on SundayDecember 16, 1979. Less than tenminutes later Salcombe's 47ft Watsonlifeboat. The Baltic Exchange, underthe command of Coxswain JohnGraham Griffiths, slipped her mooringsand set out at full speed.

The wind at Salcombe Harbour Barwas south west strong breeze to neargale, force 6 to 7, but increasing. Visi-bility was good but decreasing. The

44

tide was in the first hour of flood.By 2307 when the lifeboat reached

Prawle Point the wind had increased tostrong gale, force 9, and she wasexperiencing very rough seas, esti-mated at between 30 to 40 feet high;they had been building up before thesouth-westerly gales which had beenblowing for the past week.

Up till this time the Coastguard didnot know the identity of the strandedvessel, but Coxswain Griffiths was ableto report by VHP radio that she was thecoaster Heye P of Ramsey. At firstthere was no sign of life on board, butthen the coxswain reported that therewere people in the wheelhouse.

The coaster had gone ashore on SeaGull Rock, an island separated fromPrawle Point by a gully about 80 feetwide through which thundering seaswere sluicing from both ends. TheCoastguard rescue team on shore wasunable to cross the gully and had to setup their lights and equipment on themainland.

As the coastguards were finding itdifficult to get a rocket line across tothe casualty. Coxswain Griffithsordered a line to be fired from thelifeboat. He realised that in the prevail-ing conditions he would not be able tomake a rescue by breeches buoy buthoped that, as he was firing down wind,he would be able to reach the coast-guards ashore and haul out their jack-stay to the ship. Both Coastguard andlifeboat rocket lines straddled the coas-ter's wheelhouse, but the wheelhousewas being swept, and occasionallyburied, by huge seas and the crewcould make no attempt to secure thelines. They indicated that they wouldlike to be taken off by helicopter.

At 2330 the lifeboat anchored andtried to veer down close to the coas-ter's side, but with the anchor down thelifeboat was pitching violently, ship-ping very heavy seas forward andsnatching at the line. So close was sheto dangerous rocks that the anchor was

hove in to recover it, but it had to becut away with an axe by Second Cox-swain/Mechanic Edward Hannaford.

Meanwhile, at 2333, a Sea Kinghelicopter took off from RNAS Cul-drose, arriving on scene at 0014. Thewind had veered westerly force 9 andseas were breaking over the coaster.On her first approach, while hoveringat about 30 feet, the helicopter wasengulfed in dense spray, but with greatskill the pilot pulled clear and madeanother approach.

The Coastguard light was too farfrom the coaster to give enough help sothe casualty was illuminated by thelifeboat searchlight, manned from theforedeck by Assistant Mechanic BrianCater and Crew Member Frank Smith.Supporting each other across the ropestowage bin, on the port side forward,they were continually swept by seas.The position of the lifeboat, very closeto the rocks, was maintained by Cox-swain Griffiths on helm and engines.

All three of the coaster's crew werelifted off safely one at a time, eventhough the winch wire became en-tangled with a signal mast during thesecond operation.

At 0033 Salcombe lifeboat left thescene and returned to station at 0055.After refuelling and washing down, shewas remoored at 0131.

Before daylight the wheelhouse hadbeen swept from the coaster, whichwas a total wreck.

For this service the thanks of theInstitution inscribed on vellum wereaccorded to Coxswain John GrahamGriffiths and vellum service certificateswere presented to Second Cox-swain/Mechanic Edward Hannaford,Assistant Mechanic Brian Cater andCrew Members Frank Smith, PeterTaylor, Brian Cooper and David Gib-bens. A letter of appreciation signed byRear Admiral W. J. Graham, directorof the Institution, was sent to CaptainW. A. Tofts, RN, commanding officer,RNAS Culdrose.

The coaster Heye P, her wheelhouse swept away, a total wreck on Sea Gull Rock, PrawlePoint. photograph by courtesy of W. Budget!

South Western Division

Catamaran in distressTHE HONORARY SECRETARY of Lyme

Regis inshore lifeboat station wasinformed by Portland Coastguard at1135 on Monday May 28, 1979, that ared flare had been fired from a whiteboat about l ' /2 miles south of BeerHead, about 6'/2 miles west south westof Lyme Regis.

The day was squally, with a neargale, force 7, blowing from south southwest and the forecast was that the windwould increase to full gale, force 8. Thetide was at half ebb and it was apparentthat the sea condition was bad, particu-larly in the shallows off Lyme Regiswhere the steep, breaking waves were10 to 15 feet high. Continuous heavyrain was reducing visibility to less thanhalf a mile.

The honorary secretary told theCoastguard that he would only con-sider launching if his most experiencedhelmsman was available. Withinminutes the senior helmsman, JohnHodder, arrived at the boathouse.After due consideration of the situationhe told the honorary secretary he feltthe boat would be capable of copingwith the conditions and it was agreedthat she should launch on the strictunderstanding that she must return tostation if the weather deterioratedfurther.

Maroons were fired and at 1150 theAtlantic 21 was launched, manned byHelmsman John Hodder and threeexperienced crew members, PaulWason, Graham Turner and Tim Zair.Helmsman Hodder took the excep-tional precaution of instructing all hiscrew to inflate their lifejackets beforethe lifeboat left harbour.

On rounding Beacon Post off theharbour entrance the worst of the seawas encountered and Helmsman Hod-der asked Paul Wason to lie in the bowsof the boat to help keep them down. Hedid so, using the inflatable stretcher asa mattress. Once clear of the shallowsand rocks in this area the seas lessenedto about 12 feet, breaking forward ofthe port beam, but the Atlantic 21 wasable to make good no more than 13knots.

When off Culverhole Point, about2'/2 miles from Beer Head, the ILBlearned from the Coastguard that a fish-ing boat had launched off a lee shore,reached the casualty, a catamaran, andtaken her in tow towards Beer Roads.The Atlantic 21 altered course to star-board to intercept.

The 24ft fishing boat, Pearl wasunder the command of her skipper,David Newton, who is an auxiliarycoastguard, with Norman Jackson,Keith Turner and David Driver as hiscrew.

The wind was now gusting well overforce 8 in the squalls and visibility inthe continuous heavy rain was suchthat the tow was not sighted until about

45

Haifa mile away, when it was quarter ofa mile east of Beer Head.

The Atlantic 21 came up with the twoboats at about 1220 and escorted themto Beer Roads. On arriving at a moor-ing just off the beach, Pearl passed thetow line through the ring of the buoyand then went ahead slowly until thecatamaran reached the mooring and hercrew could make her fast. The mooringwas, however, in broken water and, asno one thought the casualty would lastlong, Pearl asked the ILB to take offher two crew. The catamaran, tide-rode, was lying beam on to the seamaking it very difficult for the lifeboatto approach; but, waiting for lulls be-tween the waves. Helmsman Hoddertwice brought his boat alongside soskilfully that he was able to take oneman off each time without mishapeither to them or to the Atlantic 21.Then, while Pearl steamed into the sea,Helmsman Hodder brought his boatalongside the fishing boat and put thetwo men on board.

The fishing boat indicated that sheintended returning to the beach whenceshe launched, so the Atlantic 21 stoodby. Pearl was heeled right over by anexceptionally large breaker while sheturned for the run in, but all was welland she successfully beached a fewminutes later at 1243.

The Atlantic 21 then returned to sta-tion, making good about 15 knots withthe sea on her starboard quarter andcalling the Coastguard to give her posi-tion every five minutes en route asthere was concern for her safety. Sheeventually rehoused at 1330.

For this service framed letters ofthanks signed by the Duke of Atholl,chairman of the Institution, were sentto Helmsman John Hodder and toDavid Newton, Pearl's skipper.

Irish lifeboat stations whichtook part in the FastnetRace rescue operation lastAugust were presented withspecial Fastnet awards bythe Irish Federation ofMarine Industries. The pre-sentations were made by theFederation's vice-chairman,Joe O'Driscoll (c.) at the1980 Dublin InternationalBoat Show to (I. to r.) Sec-ond Coxswain John Walsh(Dunmore East), CoxswainChristy Collins (Baltimore),Coxswain Tom McLeod(Ballycotton) and CoxswainSammy Mearns (Courtmac-sherry Harbour).

He was taken aboard the inflatablelifeboat and brought ashore; the ILBwas rehoused and once again ready forservice at 0940.

The man had been out wild-fowlingon the estuary mud flats and had beentrapped in an exceptionally dangerousarea of deep soft mud gullies some ofwhich are as much as 9 feet deep. Butfor the prompt and correct action of thetwo girls he might have lost his life andletters of appreciation signed by CdrBruce Cairns, RNLI chief of opera-tions, were sent to Mandy Warren andKatie Flowers.

South Western Division

Mainsail jammedA MAYDAY distress signal was receivedby Portland Coastguard at 1709 onTuesday April 1 from the yacht FairFestina whose mainsail was jammed.There was a gale, force 8, blowing fromthe west and the sea was very rough.

The yacht had eight people on board,five of them aged between ten and nine-teen years, and some of them were suf-fering from severe seasickness. Severalvessels in the immediate area heard thecall and said they would go to theyacht.

At 1754 Fair Festina reported thatone of her crew had a fractured finger.An attempt to take him off by helicop-ter proved impossible because theyacht could not lower her mainsail.

Weymouth lifeboat was requested tolaunch and at 1830 the 52ft Barnettrelief lifeboat Euphrosyne Kendal, ontemporary duty at the station, slippedher moorings and set course for FairFestina, 13'/2 miles to the south east.Several attempts were made to take offthe yacht's crew by the vessels City ofFlorence and Univenture, but it wasnot possible in the high seas. Theywere asked to stand by until the arrivalof the lifeboat.

Euphrosyne Kendal reached the

continued on page 69

North Western Division

Trapped in mudTWO YOUNG GIRLS, Mandy Warren andKatie Flowers, were walking nearBenarth Point on Conwy Estuary onSaturday morning, January 19, when,at about 0915, they heard shouts forhelp in the distance and shots beingfired. They ran to the shore and saw aman trapped on the mud bank by therising spring tide which was coming infast. Realising the danger he was in,Mandy remained on the shore to keephim in sight, while Katie ran to thenearest telephone to raise the alarm.

On receiving the call, Conwy Policeimmediately informed the deputylaunching authority of Conwy inshorelifeboat station, who fired the maroons.The crew assembled within minutesand the D class inflatable lifeboat waslaunched at 0920. Reaching the man afew minutes later, Helmsman John F.Smith and Crew Member Trevor Jonesfound him trapped chest high in themud with the flood tide rising rapidly.

Yarmouth, Isle of Wight, 52ft Arun lifeboat Joy and John Wade returning to station onSaturday March 29. She had launched to go to the help of a Nonvegian cargo vessel GermaGeisha in difficulties about nine miles south east of St Catherine's Light; she had a 30 degreelist and, with a near gale blowing from the west, the seas were very rough. The lifeboat stoodby while a helicopter lifted off Germa Geisha's 13 crew and then continued to stand by as asafety measure for other shipping and to mark the position of the sinking ship until relieved byHMS Alverston. photograph by courtesy of M. R. Cooke

46

The reconstruction of

Tenby Lifeboat Houseby Ian Haken

DURING A R E G U L A R inspection atTenby in 1978 the RNLI's consultingengineers. Lewis and Duvivier. foundthat since their previous triennialupkeep and maintenance inspectionmany of the timber piles of the lifeboathouse had deteriorated unexpectedly,making the substructure unsafe. As aprecaution the boat was moored afloatand the boathouse closed while theextent of the reinstatement work thatwould be necessary was investigated.If the boathouse itself was not to bedisturbed, it would mean building up anew substructure before the olddecayed timber was cut away.

Recommendations were submitted tothe Institution in June 1979 and, follow-ing its approval, competitive tenderswere obtained. The contract was

Galvanised steel section columns and brac-ing members were bolted together on thebeach and then (right) lifted into place bycrane at low water.

(Below) Slipway: new galvanised steelpanels were bolted to the transoms, to thetops of which up to a metre of concrete hadbeen added.

awarded to Miller Engineering andConstruction Ltd and work started lastOctober.

Essentially the contract was dividedinto three sections: the underpinning ofthe existing boathouse; the replace-ment of the existing access bridge; andthe renewal of the top 40 metres of thekeelway.

SubstructureIf the work was to be done over the

winter period, it was essential to drivethe piles to support the boathouse'snew substructure during the springtides of October 3 to 10. Workingthrough both day and night low tides,six 600mm diameter tubular steel pileswere driven on each side of the boat-house. Both the contractor and theresidents of Tenby are to be congratu-lated on the successful completion ofthis phase of the work by October 7without any complaints.

The new substructure of the boat-house was formed from galvanisedsteel section columns and bracingmembers made in Derby. During thewinter they were gradually boltedtogether on Tenby beach, moved to thelifeboat station and then erected at lowtide. The operation of erecting thetransverse members called for greatskill by both the erection gang and thecrane driver because the sections hadto be threaded between the existingtimber work. The bolting together ofthe steel frames was successfullyaccomplished without damaging theexisting supports and underpinning ofthe boathouse, and replacement of

continued on page 50

Six 600mm diameter tubular steel piles weredriven on each side to support the new gal-vanised steel substructure which was builtup before the decayed timber was cut away.

The new access bridge spans from shore toboathouse with just one central supportfounded on a rock outcrop.

Ian Haken is one of theDuvivier's senior engineers.

Lewis and

47

The BredePROTOTYPE OF A NEW EXPERIMENTALLIFEBOAT BASED ON THE LOCHIN 33

Overall length 33ft OinWaterline length 27ft 6inMaximum beam 12ft OinLoaded draught Aft 3inDisplacement 8'/2 tonsEngines

Twin Caterpillar 3208 naturally aspirated marine dieselswith twin disc MG506 2:1 reduction gearboxes

Power 203 shp at 2,800 rpmFuel capacity 182 gallonsSpeed 20 knotsCrew 4

The Brede's self-rightingcapability is provided byher watertight wheelhouseand the GRP-coveredpolyurethane buoyancyblock mounted on her stern.

For her righting trials shewas hauled over by crane(left and bottom left), thestrops being tripped (belowright) when she was fullyinverted. Within seconds(bottom, page 49 j she hadrighted and cleared thewater from her decks.

OVER THE PAST FEW YEARS the RNLIhas been exploring the possibilities ofintroducing into its fleet new lifeboatsof about 35 feet overall. The intentionis that boats of this size should beavailable for allocation to stations forwhich the operational requirementsdemand a lifeboat larger, and withgreater range, than the RNLI's presentAtlantic 21 rigid inflatable lifeboat, butwhere a boat with the longer enduranceof the 37ft 6in Rother, at present thesmallest of the Institution's moderndisplacement lifeboats, would not bejustified. The new lifeboats wererequired to be fast, essentially simplebut with outstanding seakeepingqualities.

Development work has been in pro-gress now for some little while on twodesigns; both are within the specifiedsize range; both are fast; but. followingdifferent lines of thought, each has itsown individual, but complementary,characteristics. Thus they offer theInstitution added flexibility of choicewhen planning effective operationalcover. A prototype of each of the twonew classes is at present undergoingevaluation trials and both are showinggreat promise. One, described in theSpring issue of THE LIFEBOAT, is theexperimental prototype rigid inflatableRNLI Medina, designed and developedat the RNLI's Cowes Base and built bythe W. A. Souter and Son. The other,also an experimental prototypelifeboat, is the Brede, based on a com-mercial GRP hull of more traditionaldesign, the Lochin 33, which has beendeveloped and built to RNLI require-ments by Lochin Marine (Rye) Ltdunder the supervision and guidance ofthe Institution's technical staff.

The original Lochin 33 was firstintroduced in the early 1970s as a fish-ing boat for amateur sea anglers. Herbuilder, Frank Nichols, in commission-ing her lines to be drawn by RobertTucker, specified that she should befast; that she should be as stable aspossible, with a generous beam tolength ratio; and that she should havegood sea keeping capabilities whetherdriven at displacement or planingspeeds. All these qualities, so desirablein a pleasure boat for sea angling, are

48

just the sort of qualities needed in aworkboat, and it soon became clearthat the Lochin 33, adapted for a vari-ety of purposes, would be used moreand more as a commercial boat. Wellover 300 hulls have been built to thebasic design and the Lochin is to befound in Scandinavia, along the sea-board of Northern Europe, in variousparts of the Mediterranean and inAmerica as well as all round the BritishIsles. The design has been used forcommercial fishing, for sea fishery pat-rol work, for harbour launch work, as afire tender and as a ferry. Among thoseauthorities who have included theLochin 33 in their fleet are the SwedishNavy, the Swedish Fire Service. Trin-ity House and the Gibraltar Police.

To good design was added a highstandard of construction. LochinMarine's GRP techniques in the build-ing of its hulls are approved by Lloydsand by the equivalent Norwegian body.Del Norske Veritas, as well as by theBritish White Fish Authority and theDepartment of Trade and Industry; infitting out, the firm prides itself on thetraditional skills of its shipwrights.

When, therefore, the RNLI wasreviewing available commercial hullsfor use as the basis of a new lifeboat, itfound in the Lochin 33 the qualities ofdesign and construction for which itwas looking. It also found a boatalready well tried in rough weather andit was decided to evaluate a suitablymodified version in a lifeboat role. Thestructural and interior design of theLochin 33 hull and superstructure forher role as an RNLI lifeboat was under-taken by Judd Varley in conjunctionwith Frank Nichols.

Brede was chosen as the class namefor this new lifeboat in conformity withwhat is becoming the RNLI tradition ofnaming its modern lifeboats after therivers or sailing waters by which thefirst of the class was designed or built.The River Brede is a tributary of theRiver Rother which flows into the seaat Rye, past Lochin Marine boatyard.

Design and constructionFor her overall length of 33ft, the

Brede has a generous maximum beamof 12ft and full sections, giving her

good initial stability and ensuring thatshe will form a good working platformin a seaway whether stopped or at slowspeed. Her throttles once opened,however, her broad flattened run aftgives her a planing surface on whichshe can rise to achieve her high speed.She has a deep forefoot and fine entrybelow the waterline to cut into headseas, but to balance her full stern herbows have ample flare and buoyancyand when running in rough weather willride up the waves. A deep keel, slopingdown aft to make her loaded draught4ft 3in, gives her good directional sta-bility. On station, the Brede will lieafloat at moorings.

In laying up her glass fibre reinforcedplastics (GRP) hull a spray technique isused so that the process is fast and con-tinuous, resulting in a finished struc-ture of high quality. The scantlings ofthe stock hull are sturdy, but for herlifesaving role the Brede has been givenadditional strength. Her frames, whichare extended in 'hoops' right round thesuperstructure wherever possible, areof polyurethane encapsulated in GRP;her longitudinals are hardwood andthey, too, are encased in GRP. Thewheelhouse is further stiffened withtwo stainless steel pillars (which alsoprovide good extra supports for thecrew moving about the wheelhouseunder way).

The hull is divided into five water-tight compartments with bulkheads of19mm marine ply and all void com-partments within the hull are filled withfoam; in fact the Brede containsenough foam buoyancy to float hereven if all her watertight compartmentsshould be flooded at the same time.

For her size, the Brede has anunusually spacious wheelhouse. It iswatertight, and, together with abuoyancy block mounted at the afterend of her cockpit, provides the boat'sself-righting capability. The buoyancyblock is made of polyurethane foamcovered with GRP.

All controls are in the wheelhouse.The Brede is fitted with Pye BeaverVHP radio, a Ferrograph G240 graphicecho sounder and Decca 060L radar, allso placed that they are within reach oreasy vision of the coxswain; thus, with

single lever controls for the engines,the coxswain can handle the boat andall her mechanical and electronicequipment by himself, whenever therest of the crew are needed on deck;and, with an Easco two-way inter-comm unit, he can still be in constantcommunication with his crew withoutinterfering with the watertight integrityof the wheelhouse.

In designing the layout of the wheel-house particular attention has beenpaid to making sure that the crew willarrive on the scene of a casualty warmand dry and in the best possible shapeand that survivors can be brought homewith the minimum further exposure.There are sprung pedestal seats forcoxswain and navigator and uphols-tered bench seats on the forward sideof the main bulkhead for the tworemaining crew members and two sur-vivors; all seats have lap straps.

There is a cabin for survivors, largeenough to take a stretcher, forward ofthe wheelhouse. Access for a stretcherwill be easy; from the ample space ofthe cockpit it can be carried belowstraight through the central watertightdoors in the two bulkheads and downinto the fore cabin.

Wheelhouse and fore cabin are bothwell ventilated, the vents all being fit-ted with valves which will close auto-matically should the boat be capsized.Equally, they will re-open as soon asthe boat rights.

There is a compartment with a chem-ical toilet in the fore cabin and a waterheater is fitted in the wheelhouse sothat hot drinks can be prepared on anextended service or for the succour ofsurvivors.

On deck, as below, there are plentyof handholds. Around the foredeckthere is an inboard pulpit which itselfforms a strong handrail. In addition, alifeline will be fitted from the forwardend of the wheelhouse to the forwardend of the pulpit to which the crews'safety lanyards can be attached, givingthem the greatest possible securemobility on deck.

The anchor and all ropes and linesare stowed in the cockpit aft, which isfitted with eight large self-acting freeingports; no intruding waves will stay on

49

board for more than a matter of sec-onds. On each quarter is a strong bol-lard for towing, and an emergency tillercan be fitted on the starboard rudderstock.

EnginesThe Brede is fitted with twin Cater-

pillar 3208 naturally aspirated marinediesel engines with twin disc MG5062:1 reduction gearboxes. She hasalready attained a speed of 20 knots,but trials are still in progress. Different

The prototype Brede on early evaluation trials.

propellers have been designed and it isthought that her potential speed is22'/2 knots; she will, therefore, be thefastest of the RNLI's conventional hul-led lifeboats.

She has exceptionally good manoev-rability; indeed, stopped, she can spinin her own length, and she can round amark with the precision of a racingboat.

The engines are housed under thebridgedeck and within the boat's water-tight superstructure. Like all the

Institution's modern lifeboat engines,they are modified so that they willoperate after capsize and continue todrive the boat. Access for minoradjustments under way is through smallwatertight hatches in the bridgedeckand cockpit, but for routine mainten-ance at moorings there are much largerhatches and the engine room can beopened right up.

ConclusionThe Brede shows promise of becom-

ing a lifeboat which will be fast, sea-worthy and efficient, and which at thesame time will be economic to build,run and maintain. Initial reaction indi-cates that she will be well liked by thecrews who man her. Early trials inmoderate conditions have shown thatshe is comfortable under way and hermanoeuvrability, speed and accelera-tion are impressive.

In accordance with the Institution'snormal practice the prototype Bredewill be subjected to thorough evalua-tion on the coast, to determine whetherany modifications are necessary so asto ensure the new design will meet theexacting standards required for opera-ting in lifeboat service conditionsbefore she is accepted as being suitablefor station use.

Tenby lifeboat housefrom page 47

parts of the old rotten timber beamswas then begun.

Access bridgeAt the same time the old access

bridge was removed, so that for a shorttime Tenby lifeboat house became anisland. The new access bridge spansfrom shore to boathouse with just onecentral support founded on a rock out-crop. The bridge itself is fabricatedfrom galvanised steel sections andcross members with three inch balauplanking for the deck. Tubular steelhandrailing with mesh infill panels tothe lower bays, and service boxes con-taining water, oil, telephone and elec-tricity supplies complete the bridge.New access steps of similar construc-tion were also erected.

An interesting feature of the design isthat the seaward side of the mainaccess bridge beams are connected tothe steelwork supporting the winch. Inthis way, the winch loads can, in part,be transmitted through the shear legs ofthe central support to rock anchors dril-led into the bedrock.

SlipwayMeanwhile, the timber and steel

superstructure of the existing slipwaywas being cut out. Up to a metre ofconcrete was added to the tops of theconcrete transoms and the new galvan-ised steel slipway was assembled inpanels on the beach. These panels werethen placed on to the transoms and

bolted down, working from the sea-ward end. Inevitably, in spite of accu-rate dimensioning and repeated sitechecks, various difficulties were en-countered in fitting the units together,but nevertheless, by dint of steelfixingexpertise and the use of a large ham-mer, all was eventually well and theslipway was fixed. The existing keel-way in the boathouse was also removedand replaced with channels boltedthrough stools to the top transoms ofthe boathouse supporting structure.Laddering plates were fitted through-out.

Sitting tenantBefore the old roller keelway in the

boathouse could be removed, a pigeonnesting under the boathouse floor hadto be coaxed out; quite a problem sinceshe was sitting on three eggs. Theforeman spent several evenings talkinggently to the bird, much to the surpriseof all the men since he never spoke soquietly to them. But eventually hisefforts were rewarded and bird, eggsand nest were successfully moved intoa cardboard box, fitted with an entryflap, on top of the boathouse telephonebox. In spite of all the noise andmovement of men and machinery overthe next few weeks, the pigeon stayedon the nest and hatched two young onSunday May 18.

Finishing offThe boathouse timber studding was

treated against woodworm and so. too.was the matchwood panelling, throughhalf inch diameter holes drilled in the

centre of each panel. Several hundredholes were drilled and plugged and thefinal result is almost unnoticeable.

New iron rollers with stainless steelspindles were supplied, packed withgrease, placed in position in the keel-way and aligned, in time for the firsthousing test on Friday May 16. We arepleased to be able to say that the boatwent in and out smoothly and launchedsatisfactorily at low water.

It but remained for the walkways oneach side of the boathouse to be com-pleted and the cutting out of the oldtimber and concrete from under thehouse to be finished off. Then, in June,the lifeboat and her crew were able tomove back into their boathouse, com-plete with, perhaps, a full family ofpigeons, at no extra cost.

Foreign coinsTesco Stores Ltd, the biggest super-

market chain in the British Isles, haskindly agreed to collect foreign coinsfor the RNLI in their stores from Julyto September. It is estimated that thereare millions of pounds worth of foreigncoins, mainly in small amounts, aroundthe country and by offering such a widerange of collecting points Tesco willhelp the RNLI to boost funds from thissource.

Individuals are unable to changesmall amounts of foreign currency butby collecting in bulk the RNLI canmake thousands of pounds a year.

Tesco operates over 500 stores inEngland, Scotland and Wales.

50

HEREandTHERE

Committee of ManagementCommandant Vonla McBride, for-

mer director of the WRNS, ChristopherLucy, a stockbroker, and John James,a chartered surveyor, have joined theCommittee of Management of theRNLI.

Commandant McBride joined theWRNS in 1949 and was director from1976 to 1979. She was also appointedhonorary ADC to the Queen in 1976.

Mr Lucy is a keen yachtsman andhas considerable knowledge of the seaand marine engines.

Mr James is a senior vice presidentof the Royal Institution of CharteredSurveyors, a trustee of the GrosvenorEstate and a director of the SunAlliance and London Insurance Group.His hobby is sailing. His great unclewas harbour master and honorary sec-retary of the Poole lifeboat station formany years.

Services to cruisingIn its centenary year the Royal Cruis-

ing Club has presented its medal forservices to cruising to the Institution,reserving this honour in such a specialyear for the lifeboat service because'all members have a very special affec-tion for the RNLT. The medal was pre-sented to Rear Admiral W. J. Graham,director of the Institution, at the RCC'scentenary dinner held in the PaintedHall, Greenwich, in May.

A day at the racesThe RNLI is to benefit from the 1980

Charity Race Day at Ascot on Sep-tember 26 and has set a target of raising£100,000 from the event. All races havebeen sponsored and extra attractionswill include a display by the LadderDisplay Team of the Royal Navybefore racing begins and a charityauction lunch, conducted by comment-ator Peter O'Sullevan. A Royal Marine

Band will play throughout theafternoon.

Special group discount rates arebeing offered, boxes can be hired andthe RNLI hopes that the seafaring andracegoing publics will join together inmaking the day on outstanding success.Information from Ascot Charity Day,RNLI, 202 Lambeth Road, LondonSE1 (Tel. 01-9285742).

Mountbatten of Burma appealThe Mountbatten of Burma appeal

which was launched one week beforethe tragic death of Lord Mountbattenpassed its target of £100,000 to fund anRNLI Medina lifeboat early this year.Since then a further £50,000 has beenraised towards the cost of a secondMedina to be known as CountessMountbatten of Burma. The appealcloses at the end of September.

Lady Mountbatten became a vice-president of the Ladies' Lifeboat Guildin 1925 and was elected president in1944, a post she held at the time of herdeath.

Stena LineAt the time of the naming of the

Stena Line's second Seaspread classmultifunctional support vessel MSVStena Seaspread at Gothenburg inMarch, the president of the Line, StenA. Olsson, presented to Mr R. M.Addison, chairman of Aberdeen stationbranch a cheque for £5,000 for launch-ing davits for Aberdeen's D classinflatable lifeboat and other equipment.

Stena Seaspread was named by MrsPamela Kelly, wife of the general man-ager of British National Oil Corpora-tion, to whom the vessel is going oncharter, and Mr Addison presentedcommemorative shields, with crossedflags of BNOC and the RNLI, to MrOlsson and Mrs Kelly.

Revi paintingAn oil painting of the service to Revi,

for which Brian Bevan, coxswain ofHumber lifeboat, was awarded the goldmedal, was presented to the RNLI by

the artist, Trevor Parkin, a noted EastAnglian painter, and by Spaldingbranch. A pen and ink reproduction ofthe original was drawn for themagazine Coast and Country, prints ofwhich are available, price 50p plus 25ppacking and post, from Spaldingbranch chairman, Theo G. R. Stibbons,4 Rainton Court, Spalding, Lincoln-shire. Each print is signed by TrevorParkin and Brian Bevan.

Formula OneGuy Edwards is racing a modified

Arrows Al in this year's British For-mula One championship for Ultramar,which has devised a scheme to enablevarious charities to benefit from its rac-ing programme.

Each race meeting is allocated to aspecified charity. At that meeting theUltramar car driven by Guy Edwardscarries the name of the chosen charitywhich at the end of the day receives adonation depending on the car's per-formance. Ultramar has allocated twomeetings to the RNLI: May 5 atMallory Park, after which the Institu-tion received a donation of £520, andAugust 10 at Snetterton.

NW research groupA North West Research Group of the

Lifeboat Enthusiasts Society, coveringstations from West Kirby north toBarrow, was formed in the spring andwelcomes new members. Annual sub-scription, £1.25 (juniors 75p), includesa quarterly newsletter. Informationfrom David Forshaw, 8 Stratford Road,Lytham-St Anne's, Lancashire.

Insurance and financeAegis Insurance Services (Group)

Ltd, of Aegis House, Castle Hill,Maidenhead, Berkshire, has planned acomplete insurance and financial ser-vice for supporters of the RNLI whichhas the approval of the Committee ofManagement. The RNLI will benefitfinancially from this promotion. Detailswill be found in the leaflet sent out withthis copy of the journal.

LOALWLBeamDraughtDisplacement

Fast Slipway LifeboatThe RNLI has placed an order with

Fairey Marine (East Cowes), Isle of Wight,for two prototypes of the new fast slipwaylifeboat designed to replace many of theInstitution's present slipway lifeboats whenthey reach the end of their station lives.Whereas, however, the older lifeboats arelimited to a maximum speed of 9 knots bytheir displacement hull form and protectedpropellers, the fast slipway boat has a newsemi-planing hul l design, researched by theNational Maritime Institute, which willallow her to attain a speed of 15 knots whilestill protecting the propellers against dam-age in shoal waters and on launching andrecovery. Her overall dimensions weredetermined to meet the requirement that sheshould fit into existing boathouses and belaunched from existing slipways.

51

Familiarisation .. . . WITH THE ATLANTIC 21

RIGID INFLATABLE LIFEBOAT

by Chris Rundle

PHOTOGRAPHS BY DAVID PARKER

Capsize drill: in practice, thecrew remain in the Atlanticas she is hauled over by-crane so that they will fallbeneath the hull, where theywould probably be shouldthe boat be capsized at sea.In an inverted state the boatfloats on her buoyancy tubesallowing plenty of air be-tween the water and the boat.

(Below) Exercise with anRN helicopter from HMSDaedalus was included in theprogramme.

AN ABILITY TO KEEP ONE'S HEAD, re-gardless, seems to be one of the basicqualifications lifeboatmen need.

Especially when they find theirworld suddenly turned upside down.Capsizing is not an everyday occur-rence in the lifeboat service and mostcrew members will never experience it.But if they do, they are going to begrateful if someone has told them whatto expect.

Which is why Atlantic 21 crews findthe familiarisation courses organisedfor them so useful. The courses, basedat Yarmouth or Cowes, on the Isle ofWight, are offered to helmsmen andcrews from stations which are givenAtlantic 21 rigid inflatable lifeboats forthe first time, and further courses arealso organised at regular intervals toenable new crew members to betrained. Capsize drill is one of the mostimportant and valuable sessions duringthe two-day programme.

The drill is held in a small dock nextto Cowes base. The crew take theirplaces on board and the boat is slowlycapsized using canvas slings attachedto a crane.

The process is agonisingly slow, withthe crew hanging on to convenientholds such as the stirrups until theAtlantic, balancing on her sponson andwith her hull well clear of the water,finally capsizes. In real life, of course,the process would probably not takemore than a couple of seconds. Divi-sional Inspector John Unwin, who wason an Atlantic 21 when she was cap-sized in anger, said:

'It all happened so quickly. One sec-ond we could see we were going to cap-size ("Here's another report to be sent tohead office'." flashed through my mind)and the next we were over and checkingthat all three crew members were safe.That is why the experience at Cowes isso useful: you know what to expect andyou have gone through the drill in con-trolled conditions before you have to putit in practice in earnest.'

In a genuine capsize, the odds arethat the crew will stay with the boatand end up underneath her. And thereis no better place to be to gather yourthoughts.

Wind and rain may be lashing out-side, but under the boat it is quiet,remarkably light and, thanks to theAtlantic's design, incredibly roomy.First priority is a head count to makesure that everyone is there and no oneis caught up; the second, to right theboat. Led by the helmsman the crewescape from under the boat at the samepoint, usually the shoulder just forwardof the console and ideally on the star-board side. From there they make theirway aft using the grab lines. Once thethree crew have attached themselves tothe lifelines and are clear of the boat

Chris Rundle is one of the Minehead crewmembers who, together with crew membersfrom Silloth, attended a two-day Atlantic 21training course arranged by the RNLICowes base last autumn.

Practising beaching, to land well clear of possible breaking wavesor heavy surf: as the helmsman brings the Atlantic 21 lifeboat in atspeed the two crew members prepare to tilt up the outboard enginesclear of the ground.

Easing in between the bow and stern waves of Yarmouth's 52ft Artinto run alongside at about 14 knots: a demanding exercise which isinvaluable in training the helmsman to steer with one hand only,leaving the other for the throttles.

the helmsman activates the self-righting gear.

Most Atlantics are fitted with a seaanchor which deploys itself automati-cally in the event of a capsize. How-ever, after one or two incidents inwhich the anchor released itself prema-turely, the lid of the stowage locker onnew boats and boats undergoing surveyhas been fitted with a spring clip. This,too, is released by a cable from thestern of the boat and, in typical RNLIstyle, the instruction plate next to therelease only reads the right way upwhen the boat is inverted.

It takes the Atlantic about 12 to 16seconds to right herself, after which thecrew climb back on board between the

engines, the safety lines are restowedand the engines started. It is a tribute tothe skill of the staff at Cowes in makingoutboard motors watertight that evenafter a prolonged capsize dril l , theengines fire faithfully first time.

Despite all the safety precautions,including a diver standing by, capsizingcan still be something of a nerve-rackerfor those experiencing it for the firsttime, but it teaches lessons that willnever be forgotten.

Other aspects of the course includeworking in the Solent with a navalhelicopter, with the bonus of a quickflight for the lifeboat crews.

Beaching the Atlantic, althoughnothing new for anyone familiar with a

D class inflatable lifeboat, is practiseduntil everyone gets it right, and is fol-lowed by a session in the steep, con-fused seas over the Shingle Bank.

Crews on the course also carry outpacing trials alongside Yarmouth's 52ftArun lifeboat, a demanding exercise inwhich the Atlantic is gradually eased inbetween the bow and stern waves untilthe two boats are running alongside ataround 14 knots. No one pretends thisis a manoeuvre that many helmsmenwill be called on to carry out everyweek of their lives but it is an invalu-able way to train helmsmen to use thethrottles and steer one handed, and tobuild up confidence in the capabilitiesof a superb boat.

Lifeboat People

Laurie Prynn, who had been amember of Salcombe lifeboat crew forsome 16 years, regularly, from 1961 to1978, gave about ten lectures a year tocadet members of the Island CruisingClub; in all he must have talked tosome 7,000 youngsters telling themabout the history and work of theRNLI and discussing safety afloat withthem. During much of this period hewas Salcombe's harbour master andprovided another pair of experiencedeyes watching out for the safety of thecadets.

Now that age has caused him to giveup the lectures at the club, his place hasbeen taken by Second Coxswain/Mechanic Edward Hannaford and, as amark of appreciation, the Island

While Lieutenant Governor for the Bailiwickof Guernsey, Vice-Admiral Sir John Martin,KCB DSC MNI, gave his support to the Insti-tution as president of Guernsey branch whileLady Martin served as president of Guern-sey ladies' guild. At the completion of theirterm of office the lifeboat crew presented SirJohn and Lady Martin with a pen and inkdrawing of Sir William Arnold, St PeterPort's 52ft Arun. The presentation wasmade by Coxswain John Petit.

photograph by courtesy of Brian Green

Cruising Club has made Laurie Prynnone of its few honorary members.

It is with deep regret that weannounce the following deaths:

MarchMrs Rosina Davis, 80, a devoted

RNLI supporter who, for a numberof years had helped her husband,Frederick, honorary secretary ofEdgware branch, as honorary secre-tary. She died on Edgware's lifeboatday, the day which, in other years, shehad spent sitting outside Burnt Oak sta-tion, collecting.

Abraham Barlett, coxswain of Tor-bay lifeboat from 1960 to 1961. Joiningthe crew in 1945, he had servedas bowman from 1946 to 1953 and assecond coxswain from 1953 to 1960.

AprilLeo Anthony Clegg, DSC DA, cox-

swain of Aberdeen lifeboat from 1960to 1969 after serving for a short time assecond coxswain.

Mr F. Barltrop, vice-president ofThurrock branch which he had servedfor more than 20 years.

Ten small boatsIn a report of a service by West

Mersea Atlantic 21 lifeboat on May 26,1979, published in the spring issue ofTHE LIFEBOAT it was incorrectly statedthat the lifeboat stood by Stone SailingClub rescue boat which was in trouble,with one of her crew in the water. At notime during that day was Stone SCrescue boat or any of her crew in anytrouble and we apologise for the error.The rescue boat in temporary difficultybecause she had run out of fuel camefrom another club, and she was in facthelped by Stone SC rescue boat.Rescue boats from three local clubswere on the water that day helping cap-sized and damaged dinghies and theircrews.

The single-handed dinghy sailor onthe mud flats, whose safety waschecked by an RNLI crew member,had already been able to get to a tele-phone and arrange for his friends tobring his car round.

53

Lifeboat Museumsand display centres

by Richard MannDisplay Manager RNLI

THE RNLI HAS SEVERAL small museumsand display centres around the coastwhere those in search of lifeboat his-tory can find model lifeboats, collec-tions of paintings and photographs,perhaps some examples of equipmentno longer used, or perhaps the graphicdescription of an epic rescue. And aswell as being focal points of great gen-eral interest, between them thesemuseums and display centres raisemany thousands of pounds every yearfor the lifeboat service.

The first museum to be openedwhich was devoted exclusively to thesaving of life at sea was. appropriatelyenough, at Bamburgh in Northumber-land. It was at Bamburgh that the firstboat known to have been given extrabuoyancy for lifesaving. LionelLukin ' s 'Unimmergible ' . had beenstationed as early as 1786. and it was atBamburgh that Grace Darling, daugh-ter of the keeper of the Longstonelighthouse on the Fame Islands, wasbom in 1815. The Grace DarlingMuseum, as it is called, commemoratesone of the most famous rescues of alltime: the heroic action of Grace and herfather. Wil l iam, who put to sea in asmall pul l ing coble to take off nine peo-ple from the steamer Forfarshire whichhad foundered on the rocks of theislands on a wild September night in1838. Their original coble is on displayat the museum as well as many pic-tures, books and relics relating toGrace Darling's life. The present hon-orary curator is Mr J. F. Bird.

The museum at Bamburgh has actedas an inspiration to many people, and inparticular to Eric Thomson, for manyyears honorary secretary of Whitbylifeboat station. In 1953 Mr Thomsonlaid the foundations for a lifeboatmuseum in Whi tby 's old lifeboathouse, a museum that has gone fromstrength to strength and which todayhouses one of the most interestingrecords of lifeboat history. Among itsexhibits is the 34ft Robert and EllenRobson. the RNLI ' s last operationalpul l ing lifeboat which was buil t in 1918and which had been stationed atWhitby from 1947 to 1957. Now inhonourable retirement, she is one ofthe few examples of pulling lifeboatss t i l l in existence. There are also dis-plays depicting the rescuing of 85 sur-vivors from the hospital ship Rohilla.wrecked in Whitby Bay in 1914. andamong other models there is one ofWhitby's present 44ft Waveneylifeboat The White Rose of Yorkshire.

Mr Thomson has been ably assisted,particularly with model making, by hisson Peter, the present coxswain ofWhitby lifeboat, and also by WilliamDryden. a former motor mechanic atthe station.

Four other old lifeboat houses havealso become the homes of lifeboatmuseums. More often than not it islocal interest which provides the incen-tive for opening a museum in a boat-house which is no longer needed foroperational use. Mrs Milligan looksafter the museum in Portpatrick on thewest coast of Scotland, where thelifeboat now lies afloat. The museum isa great attraction to holidaymakers andis kept in superb condition. Severalmodels are on display, including a veryfine example of 'The Original' (seepage 57). the first lifeboat designed as alifeboat and used for that purpose; shewas built by Henry Greathead in SouthShields in 1789.

Cromer and Eastbourne both havemuseums in former lifeboat houses.Both have recently been renovated andthey. too. attract large numbers of visi-tors each year during the summer. It isusual for the theme of a museum to becentred around the history of that par-ticular lifeboat station, and at CromerHenry Blogg. perhaps the most famouscoxswain of all time, holds a prominentposition. Henry Blogg joined Cromerlifeboat crew in 1894. was second cox-swain from 1902 and coxswain from1909 to 1947. through two world wars;he was awarded three gold medals forgallantry and four silver. Cromermuseum is looked after with greatdevotion by Don Harvey. It has strongconnections with Shoreline and is alsoactive in furthering relations with fore-ign lifeboat societies.

Eastbourne, which is one of theRNLI 's earliest museums, is situated ina superb position by the promenadeand contains an excellent model dis-play, including: a 43ft Watson pullingand sailing boat from the end of the lastcentury; a steam lifeboat: then, comingup to the present day. a 48ft 6in Solent,a 70ft Clyde cruising lifeboat and an18ft 6in McLachlan. A particularlyinteresting exhibit at Eastbourne is theonly known original cork lifejacket stillto survive.

The old lifeboat house at Clovelly.which used to house a slipway boat,held a small RNLI display for someyears, but the Inst i tut ion has recentlyconverted this boathouse into amuseum. Mrs Morris and Mrs Seden

are very active selling souvenirs duringthe summer months to the manythousands of visitors to this charmingNorth Devon village. Clovelly now hasa 70ft cruising lifeboat which lies afloatand which can be seen from themuseum when she is at her mooring—and among several models on show inthe museum is one of the original 70ftClyde class lifeboat Charles H. Barrett(Civil Service No. 35).

Perhaps one of the most interestingof RNLI museums is at Southwold.Suffolk. It occupies two floors of an oldwater tower and it is hoped to extend toa third floor in the near future. Mr J. R.Goldsmith and Mr D. B. Kennard. thehonorary curators, are both ardentlifeboat supporters and were the driv-ing force in setting up this museum. Ithas only been open for four years buthas already proved to be a tremendoussuccess. Among the many exhibits is avery fine oil painting depictinglifeboatmen preparing to go to sea.

Head office at Poole has a smallmuseum which houses several of theRNLI ' s finest oil paintings and a chang-ing display of models. One display caseis devoted to Sir William Hillary, foun-der of the Ins t i tu t ion , and includes acopy of his 'Appeal to the BritishNation on the Humanity and Policy ofForming a National Institution for thePreservation of Lives and Propertyfrom Shipwreck' published in Londonin 1823; it lies open at the page listingthe objects of such an inst i tut ion. SirWilliam Hillary 's letter of March 24.1824. accepting the Central Commit-tee's invitat ion to become a vice-president of the Inst i tut ion, can also beseen as well as a manuscript writtenlater the same year presenting his ideasfor a steam lifeboat—his ideas werealways in advance of his time.

All the museums mentioned so farare self-contained, but some lifeboathouses still in operational use alsohouse displays of considerable interest.Examples of such display centres canbe found at Dunbar. Bridlington. Mar-gate. Redcar. Exmouth. Coverack.Shoreham and Hastings. They providethe visitor with an opportunity not onlyof viewing the present lifeboat but alsoof getting some idea of the types oflifeboat which were housed there in thepast. Hastings has just introduced atape recording of the history of the sta-tion together with descriptions of thepresent 37ft 6in Rother, The Duke ofKent, and D class inflatable lifeboat,explaining how they are launched. Atfirst the commentary was only in Eng-lish but within a few weeks it was madeavailable in several foreign languages.

As well as the museums and displayswhich are RNLI property, it is qui tecommon to find a large museum withan area or a room allocated for anRNLI display. Perhaps the best exam-ples are at the National Mari t imeMuseum in Greenwich and the ScienceMuseum in Kensington, both of which

54

Cronter lifeboat museum: Don Harvev (I.), the honorary curator,and Jim Smith, station honorary secretary, with some of the pic-lures of Coxswain Henry Blogg.

Whithy museum, in the old lifeboat house: At the .souvenir stand are(/.) Eric Thomson, founder of the museum, and his main lie/per, e.\Motor Mechanic William Drvden.

have very interesting displays outliningthe advances made in lifeboat designsince 'The Original' . Other similarexamples are the Castle CornetMuseum in Guernsey, where theInst i tu t ion was recently invited tointroduce a display concentrating onthe history of St Peter Port lifeboat sta-tion, and the small but very attractivemuseum at Barmouth . On display atthe Redcar Zetland Museum is Zetland(.see pa%c 59,1, the oldest survivinglifeboat in the world bui l t in 1800 to thesame design as 'The Original' butslightly larger; she went to Redcar in

The author, Richard Mann, in the museumat RNL1 HQ, West Quay Road. Poole. Asthe Institution's display manager it is part ofhis work to care for the Institution'smuseums and to support the volunteercurators who run them.

1802 and has been there ever since.Although it is sometimes regrettably

necessary to close a museum, as atAldeburgh recently following the deathof Don Cox. others open. Through theefforts of the local branch, the Insti tu-tion is at present engaged in opening asmall museum in an old lighthouse atHarwich.

The most ambitious of museum pro-jects, however, is undoubtedly theproposed National Lifeboat Museum inBristol. The local committee in Bristol,formed by Peter Elliott , has made con-siderable progress already on thelifeboat museum which is to bedeveloped in a modern building in thecity 's docks, and which it is anticipatedwill eventually hold a wide collection ofdifferent classes of full-size lifeboatsfrom both the nineteenth and twentiethcenturies. One exhibit has already beenacquired. She is Lizzie Porter, a 35ftself-righting pulling and sailing lifeboatwhich, stationed first at Holy Island.Northumberland, and then at NorthSunderland, launched 56 times andrescued 77 people. She was sold out ofthe Institution's service in 1936 butyears later was found abandoned, halfsubmerged in a canal in Nottingham.Although at present in a sad condition.Lizzie Porter wil l be restored at Bristol.

Without the help of our voluntary

Portpatrick: Mrs Milligan. the honorar\curator, mans a souvenir stall very popularwith holidaymakers who visit the museumhoused in the old lifeboat house.

curators it would of course be quiteimpossible to ma in ta in all our museumsand the Ins t i tu t ion is deeply grateful tothem. They not only contribute a greatdriving force of enthusiasm, but backthat up wi th many, many hours of hardwork. It w i l l be appreciated, however,that as the museums and displays aremanned by voluntary supporters in thisway. it is not always possible to bespecific about hours of opening. Ingeneral, they are open dur ing the sum-mer months between 10 am and 4 pm;confirmation of opening hours can usu-al ly be obtained through the stationhonorary secretary.

Eastbourne: Coxswain Derek Hu^^ett (I.) and station honorary sec-retary Alderman Cecil I . Baker outside the lifeboat museum whichenjoys a fine position on the promenade.

Shore/tarn: Motor Mechanic Jack Silverson. who takes care oj theexhibition room in the present lifeboat house, with some of themodels and other exhibits on display.

55

The Development of the LifeboatA BRIEF HISTORICAL APPRECIATION

THE EVER INCREASING SPEED of Scien-tific and technological advance overrecent years has naturally made itselffelt in the design, construction andequipment of lifeboats throughout theworld. So rapid have these changesbeen in the second half of the twentiethcentury that this may be a suitable timeto look back across the years to whatmay be assumed as the date of the birthof the lifeboat as we know it. It must beadmitted that the date adopted here isperhaps entirely arbitrary and notnecessarily agreed universally. But forthe purpose of this article it will be suf-ficiently accurate.

It is accepted that the first lifeboatspecifically designed and built in Bri-tain was the 'Original' and the date1789. This boat served at the mouth ofthe Tyne for nearly 40 years but was infact preceded by a Northumberlandcoble, a local fishing craft, which wasmodified for the purpose and stationedat Bamburgh. Other claimants for thehonour of being first to organise a searescue service included the Chinese,who also are said to have inventedgunpowder, which may be held to haveoffset the value of their humanitarianefforts!

Although the instinct to render assis-tance to fellow human beings in dis-tress is a natural one, in the early daysof universal seafaring activity therewere a number of considerations whichtended to over-ride humanitarian feel-ings. A wreck often brought suddenwealth and desirable property to poorcoastal dwellers and in the plunderingof stranded ships lives were more likelyto be lost than saved.

So the early days of sea rescue nodoubt saw frequent tussles betweenconscience and cupidity. With ships onthe open sea attacked and plunderedfor all sorts of dubious reasons, the piti-fully impoverished people on the coastwere probably little worse than many asea captain acclaimed for his exploits.In dealing with history it is necessary tojudge human behaviour in the light ofwhat was acceptable at the time—notby present day standards.

The history of the lifeboat coversnearly two centuries, and this time maybe divided conveniently into four major

Cdr E. W. Middleton, VRD RNVR, joined theRNLI in 1946 as inspector of lifeboats(Western Division), becoming districtinspector (general) in 1951. He wasappointed assistant chief inspector oflifeboats in 1954 and superintendent ofdepot in 1958. Among other ways in whichhe has helped the lifeboat service since hisretirement in 1964 was the preparation of areview of coastal operational activities from1955 to 1965.

by Eric Middletonperiods of change. A certain amount ofoverlapping occurs as must beexpected, since a fleet of lifeboats can-not be changed overnight.

For hundreds, indeed thousands ofyears, the only methods of propulsionfor sea-going craft were oars and sailand the only major change throughoutthat time was the discovery that it waspossible to sail to windward. The abil-ity to sail towards the direction fromwhich the wind was blowing un-doubtedly brought about far reachingchanges in navigation, trade and thebalance of power.

Pulling and sailingThe first of our four periods covers

the days of the pulling and sailinglifeboat and it is by far the longest thatwe have to consider—really about ahundred years, although the mechani-cal age had already begun, almost atthe outset. But the overlapping alreadymentioned worked in both directionsand the last pulling and sailing lifeboat,then stationed at New Quay, Cardigan-shire, was not replaced until 1948 and apulling lifeboat remained in service atWhitby until well into the '50s.

During this period the main interestcentred on the question of the superior-ity or otherwise of the self-righter. Atone time the greater proportion ofboats were self-righting but over theyears they became less popular. Evenso, in 1910 self-righters still outnum-bered other types by nearly two to one;by 1960 there were only three or fourself-righting lifeboats left on the coast.But from 1789 until the early days ofthis century the pulling and sailingboats dominated the shore-based searescue service. The fact that in 1890 arival appeared on the scene had verylittle impact and there is very littledoubt that whatever effect it had on thelifeboats' crews it was not initially oneof general enthusiasm.

SteamThe first seriously accepted form of

mechanical propulsion was the steamengine, and although a design for asteam driven lifeboat was submitted in1850 it was not until 1890 that the firststeam lifeboat of the RNLI, the Dukeof Northumberland was placed on ser-vice at Harwich. She did duty for 33years at various stations so may beconsidered to have been successful.However, a boiler explosion killed hertwo firemen, fortunately not when shewas on a rescue mission or more livesmight have been lost. In all five steamlifeboats were built and one of them,the James Stevens No. 4, capsized on

service in April, 1900, with the loss ofeight lives. One really must salute theengine-room crew of these steamlifeboats and particularly the firemen inthe stokehold in heavy weather. Thistiny compartment must have been likea miniature Dante's Inferno and veryconducive to seasickness.

The internal combustion engineThe advent of the steam lifeboat was

not the end but it was the beginning ofthe end of the era of oars and sail.Indeed, the internal combustion or pet-rol engine was already in its earlystages and clearly had advantages as ameans of propulsion for lifeboats. Thusit was that in 1904 a sailing lifeboat hullwas modified to take a petrol enginewith a view to extended trials to evalu-ate its characteristics and reliability.

The initial decision to employmechanical power had been made withthe introduction of the steam lifeboatsbut the adoption of the petrol engineposed even greater problems. The trad-itions of generations of handling boatsunder oars and sail were firmlyentrenched in the minds of the menwho manned the lifeboats and the ideaof relying on a quite incomprehensible,odd-shaped lump of metal was obvi-ously not going to appeal to them. Nodoubt some members of the RNLICommittee of Management were alsodubious about the proposed changesand the then surveyor of lifeboats, a MrRubie, pointed out in committee that 12men pulling oars only produced from 2to 3 horsepower whereas a good suit ofsails would produce up to 50horsepower.

PetrolSo this was the start of the second

period mentioned, that of the earlypetrol-engined lifeboats, and it wasclearly stated at this time that all boatswould continue to carry their normalcomplement of oars and sail, theengines being considered auxiliary.This period lasted roughly from thebeginning of the present century untilthe end of World War II. During the sixyears of the war the building oflifeboats was virtually at a standstilland although new designs were beingworked on, actual development couldnot proceed.

The enormous undertaking of thechange from sails to the internal com-bustion engine took place between thewars. The advance of technology nor-mally engendered by the necessities ofwar no doubt resulted in improvementsin the design of petrol engines, whichwas reflected in the lifeboat building

56

Of the four ptrtodl in the history of the litcbodt. lilt' f i r s t , covering the days ofthe pulling ami sailing bouts, is by far the longest. Launch of the .Ifft Liverpoollifeboat Samuel Lewis tit Skegness in 1906.

programme. However, by the outbreakof war in 1939 the majority of lifeboatswere, by today's standards, quiteunsophisticated. Diesel engines hadrecently been introduced but werereally still in the trial stage. Radio tele-phony had been fitted to some of thelarger boats but in fact navigationalequipment might be described asprimitive—a compass and a hand lead-line, in fact. In considering this onemust also realise that a large proportionof the crews were inshore fishermen:men so familiar with their stretch ofcoastline and its waters that they haddeveloped an uncanny instinct ofknowing just where they were, even inthe pitch dark, fog, falling snow orheavy rainstorms!

World War IIDuring World War II the building of

new boats came to a standstill but therewas some slight accretion fromlifeboats brought across the channel

A model of 'The Original'.Built h\- Henry Grealhead ofSouth 'Shields in 1789. 'TheOriginal' lifeboat was basedon a model by William Would-have to which modificationswere made by Nicholasfairies. Michael Rockwoodand Great/lead himself.

before the Germans arrived. Thus, atthe end of the war in 1945 the RNL1was faced with the necessity of initiat-ing a huge building programme, a tasknot made easier by the shortage of ma-terials, manpower (unti l demobilisationhad taken place), and, no doubt,money. On the coast it was not onlynew boats that were needed but alsonew coxswains, crews, inspectors andin some places station branch commit-tees. Many of the coxswains and crewmembers were over 70 years of age.having gallantly manned the boats dur-ing the difficult and dangerous days ofthe war. Now, the younger men who

had been away on active service wouldbe returning hone.

DieselThe third of our four periods began

then in 1945 with one of the mostextensive building programmes in thehistory of the RNLI. The keynote wasthe change to diesel engines, whichminimised the fire risk and extendedthe radius of action for the same fuelcapacity, and the decision that all newboats should have twin screws. Twinscrews spelled the end of sails, whichfor a considerable time had been consi-dered auxiliary to the petrol engine.

The Duke of Northumberland was the first steam, and the first steel,lifeboat. She was built by R. and H. Green of Blackball andstationed in turn at Hanvich. Holyhead and New Brighton, finallyreturning to Holyhead in 1897. where she remained until 1922. In allshe rescued 295 people.

The internal combustion petrol engine was first used to convertsailing and pulling lifeboats to motor. One of the first purpose-designed motor lifeboats was John A. Hay. a 42ft self-righter built in1908 and stationed at Stromness. She was fitted with a 4-cylinderiObhp Tylor engine.

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Even so, there was still a pulling andsailing lifeboat in service at New Quay,Cardiganshire (or, Dyfed, as it is now)and a pull ing boat which operated bet-ween the piers at Whitby. The NewQuay boat was replaced by a twinscrew Liverpool type in 1948 and theWhitby boat was withdrawn in the '50s.

In addition to these major changes,sophisticated instruments, devised orimproved as a result of the necessitiesof war, began to make their appear-ance. Radio telephony was fitted asstandard in all boats allowing constantcommunication with the Coastguardand the updating of vital information.Radio direction finding took the placeof inspired guesstimation and echosounders at least warned a coxswainthat he was about to hit the bottomwhen working alongside a wreck closeinshore. Radar posed more seriousproblems of top weight and stowageroom in the early days but these in theirturn were overcome. Once more, war-time invention and technical progresshad produced valuable improvementsin lifesaving craft and equipment whichotherwise might not have taken placefor many years.

One of the changes not foreseen inthe initial planning stages was the need

The 37ft Oakley, designed by R. A. Oakley, the Institution's surveyor of lifeboats, was the firstmodern lifeboat with a self-righting capability, and the first boat of the class to be built, 3. G.Graves of Sheffield, went on station at Scarborough in 1958. Her self-righting ability isprovided by water ballast transferring, should the boat be knocked down, from a bilge tankinto a righting tank on her port side. All modern lifeboats undergo righting trials in controlledconditions, being hauled over by crane, before being sent to station.

for better protection from the weatherfor crews. Among the older RNLI offi-cials, used to the completely open pul-ling and sailing boats and early motor

The Atlantic 21 rigid inflat-able, powered with twin out-board engines and attaininga speed of 30 knots, firstwent on station at Hart-lepool in 1972. Smaller,inflatable lifeboats wereintroduced into the RNLIfleet in the 1960s.

The 44ft Waveney, introduced from the US Coast Guard in 1964, was the first of the RNLI'sfast afloat boats. The US Coast Guard 44ft steel motor lifeboat seen here is out ofQuillyutelifeboat station. Lapush. Washington. photograph by courtesy of US Coast Guard

lifeboats, there was perhaps a feelingthat the iron men who manned thewooden boats had been replaced bysofter material. But in fact the newboats with their increased radius ofaction could mean that crews werethoroughly wet and cold by the timethey arrived at a casualty, a fact notcalculated to improve their efficiency.So further modifications were made,bigger and better windscreens fittedand wheelhouses designed for thelarger boats. In general, these immedi-ate post-war lifeboats were certainlymore able and efficient crafts than theirpredecessors and might be consideredsome of the finest small rescue craftsever designed and bu i l t . But by modernstandards they were slow.

The modern lifeboatAlmost at once the fourth period of

development was upon us. The wholepattern of sea rescue was changingrapidly. Commercial sea routes and thetypes of ship which sailed them werealtering almost over night. Whereaspre-war the mighty ocean-going shipswere all majestic passenger liners, nowit was the cargo vessel and tanker thatwere growing to unheard of sizes. Anda great boom in sea sports meant moreand more people were seeking healthand recreation on, in or under the sea.With more people at risk, there weremore casualties. Speed became thewatchword for sea rescue, with moresophisticated equipment occurring inthe same breath. The resumption of thefour yearly International Lifeboat Con-ferences widened the outlook of all searescue organisations. All theseconsiderations, coupled with rapidlyrising costs, posed tremendous prob-lems for the Committee of Managementof the RNLI and senior staff. It would

continued on page 60

58

Letters...Welcome!

Between the crew of Cromer lifeboatstation and our station Ijmuiden afriendship has flourished for someyears. This culminated in a visit of ourlifeboat Johanna Louisa to Cromerfrom May 8 until May 11.

The reception our crew, our inspec-tor and their wives were given was sowarm and so overwhelming that theyare still speechless.

It was a wonderful occasion and it isin this respect that I thank you and theRNL1 for your fine hospitality andfriendship.—CH. VAN DER ZWEEP,Director, Royal North and South Hol-land Lifeboat Service, Amsterdam,The Netherlands.

This letter was received by RearAdmiral W. J. Graham, Director oj theRNL1.

Princess VictoriaIn an article about Patrick Howarth

published in the spring issue of THELIFEBOAT it is stated that the car ferryPrincess Victoria went down in StGeorge's Channel in February, 1953.You are about 100 miles out. PrincessVictoria went down in North Channelsomewhere from Corsewall Point toLarne, Co. Antrim. Portpatrick lifeboatwas called out but as the positionsgiven for Princess Victoria were wrongthe lifeboat could not find her.

After some time Donaghadee lifeboatwas called out and. off the entrance toBelfast Lough, found a ship's lifeboatwith 29 people in it, then a raft and asecond ship's lifeboat each with a sur-vivor on board.—B. H. BULLICK, 4 Col-lege Green, Belfast 7.

The oldest surviving lifeboatReaders of THE LIFEBOAT might be

interested in the photograph, below, ofthe lifeboat Zetland, and the fact that

on October 29 of this year it will be onehundred years since she made her lastrescue.

To summarise her career briefly, Zet-land was built by Henry Greathead in1800 and was purchased by the peopleof Redcar in 1802. From 1840 she wasmaintained by the Tees Bay LifeboatSociety until they asked to be takenover by the RNLI in 1858.

On February 17, 1864, Zetland wasdamaged while rescuing the crew ofseven from the brig Brothers. TheRNLI condemned her to be broken up,but the local townsfolk were so out-raged that they mobbed the workmenand prevented the work from beingdone. A subscription was raised andZetland was sent away for repairs andgiven an honourable retirement. Duringher 62 years of service she had rescuedover 500 people with the loss of onlyone of her crew.

The RNLI sent one of their self-righters as a replacement, but she wasnot liked by the fishermen and pilots,many of whom refused to man her. Apartial solution came in 1877 when acharitable order known as the UnitedFree Gardeners had a boat built onsimilar lines to Zetland. Thus theboatmen had two types of lifeboat fromwhich to chose.

On October 28, 1880, a terrific stormblew from the east north east. At firstlight a schooner was sighted beingdrived toward the shore. She wasLuna, the first of two vessels of thatname to be wrecked at Redcar that day.Her crew of four were rescued by theFree Gardeners lifeboat, but unfortu-nately the lifeboat carriage got embed-ded in the sand and was not recovereduntil the next day.

As the day wore on, further vesselsneeded help. The brig EmmanuelBoiitcher stranded to the east of Redcarand her crew were saved by the RNLI

Zetland, the oldest known surviving lifeboat, went to Redcar in 1802—and has been there eversince.

lifeboat, Burton-on-Trent, despite ahole that was knocked in the lifeboat'shull as she was being launched. Thecrew of the ss Tees were saved by roc-ket apparatus, while the crew of theGerman barque Minna were helpedashore as the tide ebbed.

Around 2300 that night the brig Lunawas driven through Redcar Pier andmade a breach some 60 yards long. Thedeck was littered with wreckage and aniron column fell through a skylight andbroke the captain's leg. The unfortu-nate vessel had already lost her mastsand anchors while 40 miles out at seaand after being washed through the piershe was little more than a helpless hulk.

Both lifeboats were out of action andit was discovered that the rocketbrigade had used all their rocketsearlier in the day. The brig was beingheavily pounded by the breakers andlooked as though she would break up atany moment. There was little alterna-tive but to use Zetland and at 0400 thefollowing morning she was successfullylaunched and brought ashore the crewof seven from Luna.

Fortunately Zetland has been care-fully preserved and is kept in what wasthe Free Gardeners lifeboat house, nowa council museum. A permanent dis-play of models, photographs, fishingand lifeboat equipment trace Redcar'sstrong connection with the sea. Thereare also a number of changing exhibi-tions, all related to the sea or theseaside.—D. PHILLIPSON, 43 StanleyGrove, Redcar, Cleveland.

Coaster on the rocksMay we through your magazine, to

which we gratefully subscribe, give ourthanks to the helicopter crews fromCuldrose and Salcombe lifeboat crewwho saved my husband Peter Shaw,mate. Captain Richard Gillis and MrBell, crew member, from Heye-P onDecember 19, 1979, when she found-ered on the rocks in a terrible storm atPrawle Point.

We cannot praise too highly thesededicated men. Thank you all!

Our thanks also to the doctors andstaff at the hospital and whoever thevery kind lady was who phoned me at 2o'clock in the morning to put my mindat rest that my husband was safe. He isnow back at sea.—IRENE M. SHAW,White Lodge Guest House, DagmarStreet, Shaldon, Devon.

The service to Heye-P is reported onpage 44.—EDITOR.

BrancasterReading of the re-opening last year of

Hunstanton lifeboat station, on the eastof the Wash, reminded me of the dayswhen, as a child, 1 used to visit Bran-caster, about seven miles further eastalong the Norfolk coast, where therewas a lifeboat station from 1874 to1935.

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My grandfather, the Reverend E. K.Kerslake, was Rector of BurnhamDeepdale, the next small village to theeast, and as our mother had died youngwe children often spent our schoolholidays with our grandparents atDeepdale Rectory. Grandfather hadhelped to form the station branch in1874 and, together with Mr E. J. Dew-ing was joint honorary secretary for tenyears, after which he continued as sec-retary alone for another 21 years.

Grandfather often went out on prac-tice launches in the lifeboat. I can wellremember that the special duty of thegrandchildren was to catch the horsesfrom a field on a neighbouring farm andhelp to harness them to the lifeboat car-riage in the brick-built lifeboat house.The horses, recorded as being 'splen-did animals', were lent, free, by localfarmers.

My grandfather was honorary sec-retary until a few years of his death in1910. The lifeboat house has now beendemolished, and the next lifeboat sta-tion along the coast is Wells-next-the-Sea.

I am a retired Royal Naval officerwho will not see his 84th birthdayagain, but continue my interest in thelifeboat service.—CAPTAIN RN (RTD),Weybridge, Surrey.

HobblersIn the old days of sail, the coasting

ketches and schooners which used theport of Bude rarely entered the harbourwithout help from the 'hobblers' whomet vessels outside the breakwater intheir open rowing boat and acted aspilots.

The word 'hobbler' appears to bealmost, if not quite, unique to Bude andobviously derives from 'hoveler'. Thelatter has a variety of meanings butseems to have been generally used forboatmen working along the coast oracting as unlicensed pilots. In Cassel'sEncyclopaedic Dictionary (14 volumes,1884), however, the definition is quite

Two rare postcards sen! inby Mr F. A. Fletcher of EastBoldon, Tyne and Wear,co-author of two books onexhibitions, show a lifeboaton display at the ImperialServices Exhibition at EarlsCourt in 1913. The lifeboatwas John and Amy, a 34ftself-righting lifeboat, pullingten oars, built by ThamesIronworks in 1902.

specific: 'one who assists in saving lifeand property from a wreck'. Was thisthe original function of our 'hobblers'?Were the hovelers in other small portsthe unofficial (or even official)lifeboatmen before the days of truelifeboats? Information on this subjectwould be much appreciated.—R. M.BERE, West Cottage, Bude Haven,Bude, Cornwall.

Valuable information . . .The following is an extract from a

letter received at RNL1 Poole HQfroma solicitor:

The writer particularly remembers,when taking instructions on the pre-paration of the Will, Mr men-tioning that while the sheer volume ofcharities appealing for legacies had tosome extent built up a defence mechan-ism because he felt that a considerable

amount of the monies are absorbed inadministering the charity which is seek-ing the funds, he was impressed, as anengineer, with some of the technicaldetails which had been supplied by youin one of your information leaflets, ofthe way in which your lifeboats workand he mentioned at the time that hadsuch information come to his hand atan earlier stage, he would probablyhave made a regular Deed of Covenant.

We mention this because thoseadministering charities rarely have anopportunity of knowing exactly whatappeals to potential benefactors.

The exhibition which you put on atthe Earls Court Boat Show in Januaryfollowed very much this line of thoughtand you would appear to be in thehappy position of administering a char-ity in which nobody has anything butgood to say.

The Development ofthe Lifeboatfrom page 58

no doubt be true to say that this fourthperiod—say the last 20 to 25 years—has seen the greatest and most farreaching changes in the history of theRNLI.

These changes include the advent ofthe small inflatable and rigid inflatablelifeboats, and the setting up of analmost duplicate set of lifeboat stationswith their own techniques and respon-sibilities. The building of cruisingrescue craft on the continental pattern.The change to faster lifeboats withcharacteristics very different fromthose of the Watson type and stemmingfrom the US Coast Guard 44ft steellifeboat. All giving very much betterprotection from the weather for crews.

The fitting of very expensive and highlysophisticated navigational equipmentand the decision that all lifeboats musthave self-righting ability. This lastrequirement perhaps needs someexplanation.

The original self-righting boats owedthis characteristic to the shape of theirhulls. They were narrow beamed withhigh end-boxes, a sort of modifiedcrescent shape lying on its back. Thisconfiguration made it impossible forthe boat to remain in the capsized po-sition but the shape of the hull made it adifficult boat to handle in heavyweather. To some extent it may be saidthat the very features which gave it theself-righting ability also gave thisdesign a tendency to capsize. But aseries of disasters in which crews weretrapped underneath lifeboats which didnot have a self-righting capability led tothe decision that self-righting was a

necessity. So new designs were pro-duced, first with self-righting obtainedby transfer of water ballast and later bywatertight superstructures, combinedwith hull forms giving maximum stabil-ity. These are the lifeboats of today, ofwhich the Arun class is an outstandingexample.

It is not the purpose of this shortarticle to dilate on the various newclasses of lifeboat or their particularcharacteristics, but there are twopoints which must be made:

One is that for the period from theend of World War II until the presentday the cost of running a continuallyexpanding and improving lifeboat ser-vice has risen from £600,000 a year toover £12,000,000 a year.

The other is that without the brave,efficient and dedicated crews who manthe boats, all other efforts would beuseless.

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(Some

Totton and District branch is organis-ing no less than 12 fund-raising eventsin 1980, and has distributed its pro-gramme to 8,000 homes in its area. Thefirst event, a jumble sale in February,realised £313. The branch receiveddonations amounting to £250 in mem-ory of the late Mr. W. G. Burgess ofCalmore, Southampton, from hisworkmates at Husbands Shipyard,Marchwood, some of his relatives andhis friends at the Red Lion, Totton.

The crew of Salcombe lifeboat wasresponsible for £2,290 out of theremarkable £12,728 raised by Sal-combe, Hope Cove and Kingsbridgebranch in 1979.

Joyce Wells with a sample of the namedEaster eggs which she makes and decoratesat home to raise money for Brighton branch.In three years she has made 1,748 eggs andcontributed £724 to branch funds. If anybranch or guild would like advice on eggmaking, Mrs Wells will be pleased to help.Her address is 3 Channel View Road,Woodingdean, Brighton, Sussex (tel.:Brighton 685277).

The Lancashire School's Symphony Orchestra were among passengers who had to berescued from the ferry Winston Churchill when she ran aground in Gothenberg, Sweden, lastsummer. The conductor, Malcolm Doley, is pictured here with the orchestra at a concert atthe Guild Hall, Preston, which was specially organised to say thank you to the Swedish rescueservices. A collection at the end made by members of the Fulwood and Broughton branchrealised £335.35 for the RNLI. photograph by courtesy of the 'Lancashire Evening Post'

Unwanted yachting gear was broughtand bought at a sale organised by Skip-pers Stuart Cromie, John Ball and AlanMcGarvey of Down Cruising Club,Northern Ireland, in March. As aresult, £500 was presented to Captainthe Earl of Roden, RN, honorary sec-retary of Newcastle lifeboat station.

Moelfre, Amlwch and Amlwch Portladies' guild held a dance with a cabaretto mark the tenth anniversary of itsfounding by Mrs J. M. Francis. Duringthe evening a presentation was made toMrs Francis, now the guild's president.In the past three years the guild hasraised £8.685—and £40 was raised bythe anniversary dance itself.

A 'thrift' shop is run by the ladies'guild at North Ferriby where nothingbut top quality, nearly-new goods aresold. The guild has raised £1,400 within

The Old Boys' Association of MaisieGraham Sea Training School, Scarborough,has been presented with this fine modellifeboat by its maker, Mr G. Dawson andduring social functions it has alreadyinspired contributions to the RNLI totalling£28.04.

four months which includes £70 madefrom a jumble sale of the goods not newenough for the shop.

For several years Bob Frost, head-master of Kent's Hill Junior School,has arranged a nativity play just beforeChristmas and donated the proceeds toCanvey Island branch. This year theschool presented a fine performance of'Alice' for three nights; it was attendedby Canvey Island branch president,Charles Neale, who at a subsequentassembly of the school was presentedwith a cheque for the magnificent sumof £156.21. On the same day the branchhonorary secretary, Bernard Griffith,attended Cornelius Vermuyden Schoolto receive a cheque for £50.14 fromHoughton House, the proceeds of itscharity shield quiz.

Miss M. Bird, secretary of the Flam-borough lifeboat appeal, found a manstaggering up her drive with a full plas-tic bag clutched to his chest. Askingnot to be thanked he deposited thebundle on her kitchen floor. On closerinspection it was found to contain 30pounds (in weight) of halfpenny coins.A 'count in', with morning coffee, wasquickly arranged before the money wasbanked.

After a coffee morning held on boardthe Italian ferry Espresso Olbia lastMarch, Hakin Point (Dyfed) branchwas able to pay an extra £1,400 into itsfunds. The money had come from avariety of sources including £400 raisedby a special effort of the crew of the Band I Line flagship Connacht organisedby Chief Purser Bob Heapes, £150 fromyachtsmen on wireless telegraphy

61

courses at Pembrokeshire Yacht Cluband further contributions from the crewof the Italian host ship. A draw wasmade for a round trip for two fromPembroke to Rosslare, donated by Band I Line and won by John Kendall.and Hakin branch honorary secretary,Ethel Clark, presented an RNLI plaqueto Captain David Gillan ofConnacht inappreciation of the help received fromthe ship and her crew who had raisednearly £2.000 for the lifeboat servicewi th in a year.

The second auction sale ever to beorganised by Coventry ladies' guildmade more than double the amount ofits predecessor. £750 was raised when acollection of over 200 lots came underthe hammer of auctioneer Noel Leaf,who gave his services free of charge.The items for sale were all donated andranged from early Victorian to brandnew goods. Parkside Garage gener-ously allowed its showrooms to be usedfor the occasion.

Earl Moiintbatten hudstrong connections with HMSMercury, the communica-tions school, in his formerrole as senior communica-tions officer of the RoyalNavy. Here Captain JohnStevens II.), chairman ofPetersfield branch, receivesa cheque for £283 from CPOKen Hibberd (r.) after theMercury Club had raised theamount for the Mountbattenof Burma appeal. With themare Lt-Cdr Mike Hill andmembers of HMS Mercury.

photograph by courtesy ofDonald C. Eades

Tunes popular at the turn ofthe century fill the streets ofNew Romney every lifeboatday. This 80-year-old pianoorgan is wheeled out andoperated by Mr E. N. Smith(I.), honorary treasurer ofLittlestone-on-Sea stationbranch, and his wife (2nd r.).The other two collectors areFranz and Frauke Radomskifrom Hamburg who arrangetheir holidays to coincidewith New Romney's flag dayand last year helped Mr andMrs Smith collect £80.

Peter Conning is a busy man. runninghis tools and machinery supply shop inWhittlesey. Peterborough; he leavesraising money for lifeboats to his 'silentsalesman', a glass fronted case whichhangs outside the front of the shopwhere people pay lOp to advertisewhatever they wish to sell. So far£12.50 has come in for the RNLI withno cost to Mr Conning's valuable time.

A second blind sponsored swimmerto report on in this issue is Mr D.Raymond-John of Cardiff. On a coldblustery day he plunged into the sea atPembrokeshire Yacht Club, where heis a member. £50 was handed to HakinPoint branch as a result.

Two Essex schools made good col-lections recently. Oglethorpe School,Cranham, accumulated £37.60 after thechildren had seen a film and heard atalk on the lifeboats, while EngayneInfants School. Upminster, raised£20.1 '/2 even before a speaker had visi-ted them.

This painting of Lowestoftlifeboat has been of triplebenefit to the local guild andstation; first it was presentedto Mrs Irene Craig (I.),chairman of the ladies' guildby its artist Jason Partner(r.) at the annual ball withretired coxswain TommyKnot! looking on. Then itwas auctioned for £265 toswell the evening's takingsto almost £2,000 and finallythe purchaser gave it to thelifeboat crew for theirclubhouse.

photograph by courtesy ofE. Gray stone

The gamekeeper of an estate north ofAberdeen came across a gentlemanshooting on his employer's land with-out permission. The proprietor, whohappened to be a keen lifeboat suppor-ter, confronted the transgressor with achoice: either be prosecuted for poach-ing or make a suitable donation to theRNLI. A cheque for £10 rapidly foundits way into Aberdeen's branch funds.

After hearing a lecture at schoolabout the RNLI given by Carl Seagerof Reigate and Redhill branch, FionaHunter-Craig organised a sponsoredthree-legged race which made £5 forthe Insti tution. A class at the sameschool. Dunottar, adopted the RNLI asits special cause and raised £100 for thelifeboat service.

Jack Simpson (r.) is photographed before heembarks on his 100 length sponsored swimat St Dunstan's Pool, Ovingdean whichraised about £400 for the RNLI. This was aremarkable achievement particularly as MrSimpson is blind. Bill Wells (I.), a member ofBrighton brunch committee, swam some ofthe way with him and counted the lengths.

Photographic proof of the unlikely rumourthat a philanthropic gorilla was spotted atthe Earls Court Boat Show. Whether it wasfear that encouraged the public to fill hisbox or whether it was the irresistible musicof his pirate captor is unclear, but over £20was collected. Keen InternationalMarionics managing director, R. P. Suter,was behind the escapade and the disguise.

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The 1980 Beaulieu Boat Jumble heldon April 13 raised £1,134.70 for theRNLI. The marine jumble collected byLymington branch and sold on its stallraised £525, Lymington ladies' guildsold £104 worth of souvenirs and theauction held by the Beaulieu BoatJumble organisers of goods donated bystall holders raised a further £385.70. Inaddition New Milton and Barton-on-Sea branch raised £120 selling drawtickets for the Mountbatten of Burmaappeal.

Performances of 'Snow White andthe Seven Dwarfs', produced by MrsMarie Rydin and acted by the Kidling-ton Lifeboat Theatre Players raised animpressive £2,000 towards the Mount-batten of Burma appeal.

In support of the Mountbatten of Burmaappeal, D flight of WRAP Training Squad-ron, RAF Hereford, who had taken part inthe Earl's funeral service, presented acheque to Glyn Williams, DOS Wales, onthe day of their passing out parade; theyhad raised £263.75.

The demise of a £136 pile ofpennies at the ScarsdaleArms, Edwardes Square,Kensington. The building ofthe column of coins is super-vised by landlord PeterDunks and his wife Audreyand in this picture Kensing-ton branch treasurerMichael Wallace Heaton (r.)can be seen carefully ensur-ing not a single penny is lost.The branch receive £1,200every year from collectingboxes in pubs.

The Ralph family, who are membersof Lichfield Cruising Club, spent anunusual day beside the Coventry Canalwhen Brian, Janet and their 13-year-oldson Ian earned £629 from sponsors forCriccieth inshore lifeboat by 'bow haul-ing' a 10-ton cruiser by hand eight milesfrom Tamworth to Lichfield.

Newport, Gwent, branch held itsannual cocktail party at the town'sMissions to Seamen last February andmade over £800 for the RNLI. Amongthe guests were the Mayor andMayoress, Councillor and Mrs GarfieldMathias.

One windy winter weekend GeraldHarding and Martin Curtis, regulars atthe Passage Inn, Topsham, Devon,decided along with landlord GrahamEvans to organise a draw for thecustomers, all sea faring folk. Thereception to their idea was somewhatluke-warm until it was suggested theproceeds go to the lifeboats. Suddenlythe tickets were sold out and £36 wassent to the local Exeter branch.

The 'Dirty Dozen' darts team of TheAnchor Inn, Coven, near Wolverhamp-ton, which includes the licensee, FrankSmith, undertook a marathon 12-hourgame for sponsorship. With threeplayers throwing constantly, a total of268,570 points was amassed and £400raised for the lifeboats. Wolverhamp-ton branch members kept the score andwould like to know if it is a record.

Captain Hornb/ower,depicted here by the childrenof Cardinham PrimarySchool, overlooks his cos-tume contemporaries at theBodmin branch annual ballheld at Lanhydrock House.The event made £800,adding to Bodmin's 1979total of £2,400. The commit-tee members (I. to r.) areLt-Cdr D. J. Scott, RNR,honorary secretary, Mrs S.Oliver, Mrs B. Scott, Mrs V.Cox, Dr Peter Cox, chair-man, Mrs J. Bruce and Tony-Oliver.

photograph by courtesy of'The Cornish Guardian'

The point of no return for Mary Cook, wifeofSheerness honorary medical adviser. Thereturns of her daring first time parachutejump were considerable, however, as sheraised £320 for the lifeboat station insponsorship.

On its 1980 flag day Bromsgroveladies' guild reached its highest figureyet: £492.61. The guild's regular starcollector is an elderly lady, Mrs Pot-tier, from Catshill. This year she wasout all day, filled five boxes andachieved a total of £104.40'/2.

A project for junior schools inSouth London has produced remark-able results. A special card is issued toeach pupil which enables him or her to'sell' different components of a lifeboatdepicted on the card to friends and rela-tions. Many schools have raised over£200 in this way and Hamsey GreenMiddle School's sum of £300 has swel-led the total South London figure to£2,000 this year.

In its village hall, the Broad Oak sec-tion of Rye and Winchelsea branchattracted many from a small, scatteredcommunity to a coffee morning whichmade £210.

The staff at the Electricity Show-room in Fishguard must have beenagreeably surprised when a memberfrom the ladies' guild walked in holdinga plate of Welsh cakes and a flask ofcoffee. She had come from a nearbyRNLI coffee morning and knowing thestaff were workbound had decided tobring the mountain to Mohammed. Theentire event raised £190.

Local businesses paid for the ticketsof 75 pensioners when they attendedthe Olde Tyme Music Hall organisedby Orpington and District branch inMarch. The Metropolitan PoliceArmets Group provided the song anddance for the 300 strong audience and amagnificent £671 was made for theRNLI.

For every day that he went withoutdrinking alcohol, publican Brian West

63

^u|̂ ^^n&?HP

of Caversham accumulated moremoney in sponsorship for the Mount-batten of Burma appeal. By the end ofhis dry bout, which lasted a month, hewas able to hand over £90 to Caver-sham ladies' guild.

The ladies of Broadstairs guildhelped to run a coffee morning that hadbeen organised by Peter Roger of theRoyal Albion Hotel and whichachieved a £237 profit. Mr Roger is dis-tantly related to Louis Marches!, thefounder of the Round Table movement,after whom Newhaven lifeboat isnamed.

By three hours of sponsored discodancing, an energetic duo, Louise Surr(15) and Carol Housden (16) of HighStorrs School, Sheffield, raised £12.80for the lifeboat service.

Chorleywood and Rickmansworthbranch arranged an Arabian Night and,apart from the great enjoyment derivedfrom the evening, the dance made£1,046, half of which was given to theRNLI and the other half to KingGeorge's Fund for Sailors.

Thurrock branch membersturned a derelict ship'slifeboat given to the branchchairman, Sherwin A.Chase, by a Grays firm ofship breakers into an Oakleylifeboat 'replica'. She isnamed Henry de Grey andnow is used regularly to helpraise funds. Thurrock SeaCadets provided a guard ofhonour at her launchingceremony.

Gregory Conneely, chair-man of Galway and AranFishermen's Co-OperativeSociety, presents a chequefor £1,500, the result of aproportion of its fish auctionbeing made over to theRNLI. (1. to r.) Noel Mickey,chairman of Galway RNLIbranch, Bryan Casburn,branch honorary secretaryand also secretary of theCo-Operative, GregoryConneely, Brian Clark, DOS(Ireland), Ted Shine and JimSmyth, both of the Co-Operative Society, and Tre-vor Goodbody, commodoreof Galway Sailing Club.

The crew of Katy-M, theentry from Kearney andTrecker Marwin, Brighton,pause to talk to Newhavenlifeboat crew after winningthe River Ouse annual raftrace from Lewes to New-haven on April 15, knockingtwo minutes off their ownrecord time. Half their spon-sorship money will bedonated to the RNLI; in1978 the KTM raft raised£1,000 for the lifeboats.

photograph by courtesy of'Evening Argus'

The social and other fund-raisingevents organised by Dunstable branchin the course of last year led to a finalfigure of £1,650. As well as a flag daywhen, in pouring rain, collectors madegood use of their oilskins, the brancharranged a cheese and wine party, aplant stall at the local carnival, a bon-fire night party and a farmhouse bar-becue which was very much enjoyedby all who attended.

West Wight ladies' guild's wine andcheese party at the Royal Solent YachtClub on March 8 realised £322 forRNLI funds. On April 30 Mr and Mrs J.Gilchrist gave a coffee morning atwhich, together with the sale ofsouvenirs, £228 was raised.

Six hundred pounds, proceeds froma special fund-raising project by pupilsof Rydens School, Walton-on-Thames,and from the Michael O'Donnovanmemorial fund, was presented by theschool's headmaster to Ken Miles ofDover lifeboat committee to pay forequipment for the station's newlifeboat, Rotary Service.

IA Christmas pantomime, 'Aladin', per-formed by the Little Theatre CharityPantomime Company raised £2,000 forTeesmouth lifeboat. Mr R. E. H. Winter-schladen, manager of the company,together with members of the cast, pre-sented the cheque to Mrs A. Carey, chair-man of Teesmouth (Middlesbrough) ladies'guild.

These two whisky bottles contained over£200 collected by customers of the WhiteHart, Aldeburgh, to put towards theAldeburgh lifeboat appeal. The two menabout to lake a short cut to emptying thebottles are (I.) John Driver and (r.) RadioOrwell disc jockey Peter Fairhead. Land-lord Dickie Bird and his wife Betty arebehind the bar.

Two airlines have been helping theRNLI recently; the winners of a golftournament organised by Air Ecossedonated half of their f 1,000 prize to thelifeboats and half to another charity,while Dan-Air Services gave two returntickets between Aberdeen and Londonas a prize at the 1980 Aberdeen lifeboatball.

A local dealer has so far paid a totalof £200 to Mrs Atha, wife of Halifaxbranch chairman, for waste paper shesaves to help the lifeboats.

In Westgate, Kent, the GreenwichHotel each year holds a raffle andallows the local Margate ladies' guild tosell souvenirs to its senior citizenguests. £45 was made on a recent raffleand last year £ 1,000 worth of souvenirswere sold at the hotel.

A meeting after a lengthy time be-tween two seamen in the Channel PortPub, Dover, was beneficial for theRNLI; one of the men remembered heowed the other £5 but his creditorrefused to accept the money. The notewas pushed to and fro between them onthe bar until the publican in exaspera-tion intervened by pointing out that theRNLI was evidently in far greater needthan either of them; so it went into thecollecting box.

64

ShorelineSection

SHORELINE has been growing at a fan-tastic rate recently, thanks to yoursupport.

First there was the competitionannounced in the winter issue of THELIFEBOAT, the prize for which was aBMW Series 7 motor car generouslygiven to us by BMW Car Company.You will remember that the name ofevery Shoreline member who enrolleda new member on a special competitionenrolment form was to be included in adraw for the car. In four months 2,578new members were signed on, which insubscriptions to the Institution for oneyear alone was worth £12.055. A splen-did result.

The draw for the BMW car tookplace on Wednesday April 30, when SirAlec Rose, our number one member,drew the lucky winner's name out ofthe drum: Squadron Leader P. L.Whitaker of Wexham. Congratulations,Squadron Leader—we hope you havemany years of happy motoring. Ourcommiserations to everyone elsewhose name was in the drum, butunfortunately we only had one car! Butthank you for making the competitionsuch a success.

We are very grateful, too. to all thosemembers who have come along to thevarious exhibitions up and down thecountry this spring to help manShoreline stands. At the BirminghamBoat and Leisure Show in February weenrolled 215 new members; at the IdealHome Exhibition at Earls Court inMarch we enrolled 311; and over asparkling long weekend at Whitsun weenrolled 62 new members at BrightonBoat Show, sited at the marina. Therehas also been a good response from thevarious boat shows held in Ireland.

May I remind any of you who arerecruiting new members of the great

Shoreline's BMW car com-petition was won by Squad-ron Leader P. L. Whitaker(I.). The car was presentedto him at Poole a few daysafter the draw by Vice-Admiral Sir Peter Compston(r.), a deputy chairman ofthe Committee of Manage-ment and chairman oj theFund Raising Committee.

To; The Director, R N L I . West Quay Road. Poole. Dorset BH15 1H/.I enclose subscription to join Shoreline as a:

MemberFamily MembershipMember and GovernorLife member and GovernorSend me details of how 1 can

N;imp

Address

Over 105,000 people would have been

£3.00 (min imum) _£5.00 ( m i n i m u m ) 1_£15.00 ( m i n i m u m ) _£150.00 ( m i n i m u m ) _

help with a Legacy. ~

lost without the lifeboat service.

advantage it is to the Institution if,when new members are enrolled, theysign Deeds of Covenant for their sub-scriptions? It means that, in addition tothe basic subscription, the RNLI canclaim tax relief on the amount sub-scribed at no extra cost to the member.Up till now, the Deed of Covenant hadto be for a seven year period, but fol-lowing the last Budget, new Covenantsfor four years can now be accepted.

# * #

Shoreline Club No. 2, at Southamp-ton, is holding its first major event, abarbecue, at Farley Mount CountryPark on September 19 and anyShoreline members who can attend willbe most welcome. Tickets, price £1.50each, are available from Mrs P. Rowe,90 Buriton Road. Harestock, Winches-ter (Tel. Winchester 880612).

An invitation is also extended toShoreline members, and indeed tobranch and guild members, to theannual dinner and dance of Birming-ham branch on Trafalgar Day, TuesdayOctober 21, at the Botanical Gardens,Edgbaston, Birmingham 15. Tickets,price £8 each, from RNLI West Mid-lands Office, 16 Harborne Road, Edg-baston, Birmingham 15.

# * *

The 37ft 6in Rother lifeboat RNLBShoreline, stationed at Blyth, joined inthe welcome given to David ScottCowper, a Newcastle yachtsman,when he arrived back in his homewaters last May after his record break-ing circumnavigation in Ocean Bound.

Ocean Bound was first escorted partway up the River Tyne by Tynemouthlifeboat and later met and accompaniedinto Blyth by RNLB Shoreline. At areception given for David ScottCowper by the Royal NorthumberlandYacht, Don Kent, chairman of Blythstation branch, presented a Shorelinetie and flag to the world yachtsman.You will remember that it was theRoyal Northumberland YC which, atthe time of Blyth lifeboat's namingceremony, handed to the RNLIShoreline membership to the value of£1,000.

It but remains to wish you all a veryhappy summer.—PETER HOLNESS,membership secretary, RNLI, WestQuay Road, Poole, Dorset, BH15 I HZ.

How you can help the lifeboatmenS U P P O R T your local branch or guildJ O I N Shoreline, the membership schemeHELP on flag daysBUY RNLI gifts and souvenirs

SEND RNLI Christmas cardsSELL lottery ticketsGIVE a coffee morningCOLLECT used stamps or foreign coins

For further information write to:APPEALS SECRETARY. ROYAL NATIONAL LIFE-BOAT INSTITUTION. WEST QUAY ROAD, POOLE.

DORSET. BH15 1HZ.When you have read your copy of THE LIFEBOAT, please pass it on

65

Books• It is well for a country that sheshould number among her sons anddaughters adventurous and courageousindividualists—where, for instance,would the lifeboat service be withoutthem? Such a man was AugustineCourtauld whose biography. The Manon the Ice Cap, has been written byNicholas Wollaston (Constable, £8.95).

As a young man, August, as he wasknown, took part in expeditions toGreenland and to the Sahara Desert,but he is undoubtedly best rememberedfor the part he played in the BritishArctic Air Route Expedition to Green-land led by Gino Watkins in 1930 and1931. For five months of that winter heremained alone on the ice cap, main-taining meteorological observationsuntil the snow became so deep that hewas imprisoned in his tent; when relieffinally arrived, nothing but a tatteredflag was visible above the snow and histhree friends, thanking God that all waswell, had to dig him out.

August was a fine yachtsman, andfor a time enjoyed a sailing partnershipin the ex-Bristol Channel pilot cutterCariad with Frank Carr, later to bedirector of the National MaritimeMuseum, Greenwich. He was also aloyal supporter of the RNLI, becominga vice-president of the Institution;although in later years confined to awheelchair, he still attended Commit-tee of Management meetings almostuntil his death in 1959. When hismother died he presented a newlifeboat named after her to be stationedat Walton and Frinton, the 46ft 9inWatson Edian Courtauld, and the 44ftWaveney now stationed at Poole isnamed Augustine Courtauld as amemorial to the explorer himself; asubstantial gift was made towards hercost by August's brother Mr W. P.Courtauld, a present member of theCommittee of Management.

The war years did not demand asmuch of August Courtauld as he wouldhave liked. An officer in the RoyalNavy, mainly in coastal forces, he wasperhaps too much of an individualist tofit easily into service life, and it wouldseem that the special talents that he hadto offer were not fully used.

It was not so for Freddie SpencerChapman, one of the three men whohad dug August out from under theArctic snow on that memorable day in1931. During World War II, SpencerChapman's principal sphere of actionwas in Malaya as a member of the Spe-cial Operations Executive (SOE).

SOE was formed in 1940 to fomentand support clandestine resistance tothe enemy wherever it could gain afoothold. Forty years have now passed

since its formation and this milestonehas been marked by the publication ofUndercover, a history of its work byone of its members, Patrick Howarth.Pat, who was public relations officer ofthe RNLI from 1953 to 1979, had him-self served in SOE for almost fouryears. His book, published by Rout-ledge and Kegan Paul (£7.95), is a ver-itable picture gallery in words of theinternational band of gallant men andwomen who served under SOE'simpetus behind enemy lines in the vari-ous theatres of war. Each possessed, aswell as exceptional self reliance andcourage, individual qualificationswhich fitted them for a special task.Some were serving officers; otherscame from more surprising back-grounds: explorers, an archaeologicalstudent, writers, a musical comedystar, an actor, a member of a cosmeticfirm. All too often the record of theirexploits ends with their death in actionor in enemy hands. Of those who sur-vived, many have made outstandingcontributions in other spheres of life.

There is the story of a telephone linealong a secret passage built by theMedicis in Florence which served as alink between Germ SS headquartersand the Allied High Command; of thedestruction of the heavy water plant inNorway; and, of particular interest atthe moment, the links which wereformed with the Moscow-trainedrevolutionary who was to be Yugo-slavia's leader for so manyyears—Tito.

Speaking of Undercover at its launch-ing, Maurice Buckmaster. who hadcommanded the SOE section con-cerned with British involvement inFrench resistance, summed up thebooks as 'masterly, accurate and true'.It is enthralling in itself and, as itincludes a full bibliography, it acts asan enticing introduction to an extensivelibrary for further reading.—J.D.

• The Yachtsman's Doctor, theauthor, Dr R. T. Counter, says, is afirst aid book for a totally non-medicalsailor 'whether pottering locally or ven-turing across blue waters'. But it wouldbe unwise to venture far with only thedoctoring provided by this book. Forexample the text recommends noactive treatment for travellers' diar-rhoea but refers the sailor to AppendixB, where there is none either.

The first aid is carefully thought outfor a yachtsman and presented withlavish illustrations so that you can doas the author suggests and read it upwhen the need arises. But in this hecreates the danger that the would-befirst aider is himself so reassured thathe does not realise that in drowningcases there is no time for reading. Thispoint should have a place in theintroduction.

There are inconsistencies and omis-sions and one 'howler', but in spite ofthese the book, which is published byNautical Publishing Company, price

£8.50, would be very useful to have onboard a yacht cruising around theseislands and if carefully revised it couldbe very good indeed.—G.H.

• Lifeboat VC by Ian Skidmore,which was reviewed in the winter1978/79 issue of THE LIFEBOAT, is nowavailable in paperback. This biographyof Coxswain Richard Evans ofMoelfre, a double gold medallist, isnow being published by Pan, price £1.

Another book by Ian Skidmore, Ang-lesey and Lleyn Shipwrecks (Chris-topher Davies, Swansea, £3.95), alsoincludes among accounts of some ofthe worst shipwrecks and greatest deedof gallantry round the coasts of NorthWales, the stories of the two lifeboatservices for which Coxswain Evanswas awarded the gold medal.—J.D.

• Here are three books which are allavailable from Mainmasts Books,Saxmundham, Suffolk, IP17 I HZ:

A Lifeboatman's Days (80p plus 20ppost and packing) is the self-told storyof the life of Coxswain James Cable ofAldeburgh who between 1880 and 1917was awarded three silver medals inrescues off the Suffolk coast. His shortautobiography, which was first pub-lished in 1928, is told in an endearingmatter-of-fact style and describes hiscolourful early adventures as a crewmember in ships to the far east and as afarmer in Australia. On his return toAldeburgh he joined the lifeboat crewand the second half of the bookrecounts some of the remarkablerescues he carried out.

Hum her Shipping by Michael E.Ulyatt and Edward W. Paget-Tomlinson (Dalesman Books, £2.25plus 36p post and packing) cataloguesthe history and present-day situation ofthe River Humber ports and theirships. It includes a short chapter on thelifeboat station at Spurn Head andmany photographs of ships bothancient and modern.

Shipwrecks of the Ulster Coast by IanWilson (Impact-Amergin, £3.50 limp-bound, £5.95 hardbound, plus 75p postand packing) is a thorough record ofwreck and rescue between CarlingfordLough and Inishowen Head. In thenineteenth century alone it is estimatedthat 1,200 ships were lost totally on thispart of the coast and throughout thebook reference is made to the work ofUlster lifeboats in saving crews fromstricken vessels around this treacher-ous shore.—E.W.-W.

• 'Sailing widows' wanting some-thing constructive to do while theirhusbands enjoy themselves will beinterested in Mary Wright's book Cor-nish Guernseys and Knit-Frocks (AlisonHodge/Ethnographica, £2.95). Fromconversations with retired seamen whoremember their grandmothers knittingfuriously in every spare moment, MaryWright has gathered 30 designs forGuernseys, all of which are fully ex-

66

UNDERCOVERThe Men and Women of the SpecialOperations Executive

PATRICK HOWARTH

The Special Operations Executive, generallyknown as SOE, was one of the most remarkablecreations of the Second World War. In July1940. Winston Churchill instructed Hugh Dai-ton, Minister of Economic Warfare 'to setEurope ablaze'. Operating both as a cloak and adagger, SOE's task was to foment and supportclandestine resistance wherever it could gain afoothold.

Undercover is the story of this extraordinaryorganization told by one of its members. Bybringing to life some of the outstanding men andwomen who served with SOE Patrick Howarth.paints a vivid picture of memorable detail.

0 7100 0573 3 Illustrated £7.95

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67

plained. But Miss Wright does not con-centrate wholly on the productive sideof knitting but also on the social andeconomic side which sometimesinvolved the entire female populationof Cornish fishing villages. The book isavailable through booksellers or bypost from Alison Hodge, 5 ChapelStreet, Penzance at £3.45 includingpostage and packing.—s.o.

• A Nautical Almanac for Yachtsmen:Channel West and Solent (ChannelPress, £7.95) is a very useful and clearalternative to other almanacs but thereis probably still the need for this type ofpublication with a yearly tidal replace-ment section coupled with a correc-tions supplement if needed.

The day shape section has a smallerror at page 175, but, all in all, thisalmanac will probably be seen aboardmore and more boats because of itsspecial appeal which includes usefulpilotage information for both sides ofthe Channel.—E.J.

• Jeff Morris is well known as theauthor of a number of booklets aboutindividual lifeboat stations. Now, inLaunch the Lifeboat!, he has traced thestory of Coventry's financial branch

and ladies' guild since their formationnearly 80 years ago. Included in thesame booklet is a brief history of Littleand Broad Haven, Dyfed, the station towhich was allocated the D class inflat-able lifeboat funded by Coventry as itscontribution to the RNLI's 150thanniversary celebrations in 1974. Thusare station branch and fund raisersdrawn together. The booklet, price 50pincluding post and packing, is availablefrom Coventry branch chairman. MissG. Hawley, 54 Moseley Avenue,Coventry CV6 1AB.—J.D.

• Fastnet '79: The Story of Ailish IIIby L. T. Gardner (George Godwin,£4.95) is the story by one man aboutone boat in what proved to be a historicrace. It is, however, a compelling storyfrom which lessons can be learnt.Enjoyable reading although the sadaspect is not overlooked.—E.J.

• In Looking at Sails (£4.95) NauticalPublishing has produced another of itsgood informative books. It is written byBruce Banks, a world class helmsmanfor more than 30 years and a sailmakerwith lofts in several countries, togetherwith Dick Kenny, another racingyachtsman; it is illustrated with photo-

graphs by Alastair Black and JohnBlomfield, among others, and withsimple clear diagrams by Peter Camp-bell. Its object is stated as being to giveevery sailor a better understanding ofsails and to show how sails should lookfor maximum performance on any typeof sailing boat—and it does justthat.—J.D.

• Lloyd's Register of Shipping haspublished a booklet summarising theservices which it can offer yacht own-ers, builders, moulders and designers.This booklet is available free of chargefrom Lloyd's Register of Shipping, 71Fenchurch Street, London EC3M 4BS.

• A good selection of useful seareference books have been receivedrecently:

Glossary of Marine TechnologyTerms, published in association withthe Institute of Marine Engineers(Heinemann, £5.50).

Sea Lawyer: A Guide for Yachtsmenby Brian Calwell (Adlard Coles, £4.95).

Glenans Weather Forecasting: AManual for Yachtsmen (David andCharles, £5.95).

Buying a Secondhand Boat by DaveGannaway (Nautical, £4.45).

Lifeboat Wales '80Copies of Lifeboat Wales '80, con-

taining well illustrated news of lifeboatstations and people in Wales, are avail-able from the RNLI Welsh Office, TheExchange, Mount Stuart Square, Car-diff CF1 6ED. price 50p including postand packing.

Radio GuideThree radio guide charts, covering

between them the waters round GreatBritain, Ireland and Northern Europe

as well as the Baltic, are being pub-lished annually by Stummel Towningand Co, 99 Regent Street, LondonW1R 7HB, price £3.90 each. They areedited by Bernard Hayman, formereditor of Yachting World who is wellknown for the work he has done toencourage a universal high standard ofradio telephony operation and wise useof radio navigation aids.

Each of these charts brings togetheron one sheet information which wouldotherwise have to be sought in no less

than nine different publications, so thatthey form a valuable aid when planninga passage. On board, however, beingpaper, they will need to be treated care-fully if they are to last the seasonundamaged by sea water.

Stummel Towning provide a freemid-season amendment service, anoffer which should be taken up withoutfail by anyone using these charts;nothing undermines good navigationmore than information which has notbeen kept up to date.

Eighth national lotteryPRIZEWINNERS in the eighth RNLInational lottery, which raised nearly£22,500, were drawn at Poole head-quarters on Wednesday April 30 byJohn Piper. Well known as a broad-caster on Radio Solent, John Piper has

been appointed as regional controller ofthe IBA's recently established TwoCounties Radio station which will startbroadcasting from Bournemouth in theautumn.

The draw was supervised by Vice-Admiral Sir Peter Compston, chairmanof the Fund Raising Committee, RearAdmiral W. J. Graham, director of the

The eighth RNLI lotterydraw in full swing: as JohnPiper hands one winning tic-ket to Joyce Pearce, whoorganises the lottery atPoole HQ, Fred Williams,appeals office supervisor,spins the drum ready for thenext lucky dip. Cdr. TedPritchard, appeals secret-ary, is in the background.

Institution, and Cdr E. F. Pritchard,appeals secretary, and among the spec-tators was Sir Alec Rose who had cometo make the draw for the ShorelineBMW car competition. The winnerswere:

£1,000: D. Lissaman, Coventry,Warwickshire.

£500: G. Hughes, West Lulworth,Dorset.

£250: D. Crook, Bognor Regis, WestSussex.

£25: Miss Victoria Annal, Aber-deen; Mrs E. J. M. Habershon,Maidenhead, Berkshire; Mrs A. J.Powell, Oxford; Miss E. Bale, Leices-ter; Miss K. Thorpe, Sheffield; S. J.Wootten, Birmingham; M. Waxman,London; D. M. Raven, West Wickham,Kent; L. Claus, Ingatestone, Essex; J.Hind. Redcar, Cleveland.

The ninth lottery will be drawn onJuly 31.

68

Lifeboat Servicesfrom page 46

yacht at 2006 and a lifeboatman was puton board. Six of the passengers weretransferred to the lifeboat and the yachttaken in tow to Weymouth where thesix were taken to hospital for a medicalcheck.

The lifeboat was back on her moor-ings and once again ready for serviceby 0015 on April 2.

For this service a letter signed byCdr Bruce Cairns, chief of operationsRNLI, and expressing the Institution'sappreciation to Coxswain Victor Pit-man and his crew was sent to Lt-CdrB. F. Morris, honorary secretary ofWeymouth lifeboat station.

North Western Division

Two fishermen lostLIVERPOOL COASTGUARD received a999 call at 2159 on August 19, 1979,from Braystones reporting that two

men who had gone fishing in an inflat-able dinghy had not returned. It wasthought that they had gone south to theoutlet buoy off Windscale, where thewarm water attracts the fish, formackerel.

The area is not well populated, and itwas possible that, perhaps after enginefailure, the men had paddled or swumashore, so Workington Coastguard wasalerted and while Workington mobileset out for Braystones a coastal searchfrom St Bees Head to Selker Point wasorganised using Bootle and White-haven auxiliary coastguards. At 2225Workington mobile reported that peo-ple recently returned from fishing saidthey had seen the two missing men fish-ing near the outlet buoy at 1900.

Liverpool Coastguard called thehonorary secretary of St Bees inshorelifeboat station at 2318 asking if the Dclass inflatable lifeboat could be takenby road and launched from Sellafield,just north of Windscale. The boat wastowed south by road but, as she couldnot be launched from Sellafield, shewas taken on to Seascale where, by thelight of car headlamps, she waslaunched from the beach at 0051.

The weather was good with a gentlebreeze blowing from the north and a

Donaghadee lifeboat, the 44ft Waveney Arthur and Blanche Harris, set out at 0929 onMonday January 21 to go to the help of the Danish liquified gas carrier Regitze Tholstrupaground north of Larne Harbour in an easterly gale and very rough seas. Explosion wasfeared; the fire service, local police, the Navy and the Coastguard cliff rescue team were allalerted and everyone within a half-mile radius of the casualty evacuated. The lifeboat stood byready to take off Regitze Tholstrup's crew if need be, and helped a tug get a tow line aboardin an attempt to pull the casualty clear. She could not be got off, however, so her cargo wasdischarged to road tankers. Donaghadee lifeboat was finally released and returned to stationat 1630 on the following day, January 22. Regitze Tholstrup was finally pulled clear by the tugRollicker on January 23 and taken to Belfast Lough, photograph by courtesy of D. Penpraze

slight sea; it was 3'/2 hours after highwater.

The inshore lifeboat set out to searchthe area off the power station and at0218 found the missing dinghy, semideflated with a large split in her star-board sponson; she was l'/2 miles southeast of the outlet buoy. There was nosign of the two men.

Meanwhile, Workington lifeboat, the46ft 9in Watson Sir Godfrey Baringlaunched at 0220 to help search. Thetwo lifeboats were joined during thenight by HMS Hodgeston, which wasasked to assume the duty of 'on scenecommander', and at first light by ahelicopter.

At 0901 a fishing boat, Sea Sprayrecovered a body off shore which wasbrought to land by St Bees ILB.Although the search continued until0945 nothing else was found. Theinshore lifeboat was recovered at Sea-scale, returned to St Bees by road andwas rehoused by 1200. Workingtonlifeboat was back on station at 1155.

For this long service a letter signedby Cdr Bruce Cairns, chief of opera-tions RNLI, expressing the Institu-tion's appreciation to the ten St Beescrew members who, in turn, took partwas sent to Captain L. Goldwater,honorary secretary of St Bees inshorelifeboat station.

In memory of the two Kendal menwho were drowned, an uncle andnephew, £400 raised by an Onion Showat The Station Hotel, Oxenholme, wasdonated to the lifeboat service.

Western Division

Salt water cureTWO DOCTORS from the local hospitalcame to Aberystwyth inshore lifeboathouse on the evening of Tuesday April10; they were looking for a boat to goout into deep water to collect a gallonor so of good, clean salt water neededurgently for the treatment of a nine-year-old boy critically ill withpneumonia.

As it was approaching low tide noshore boat could be used and darknesswas approaching, so the D class inflat-able lifeboat, manned by HelmsmanAlan Blair and Crew Members BrianPugh Jones and Thomas Ridgway, waslaunched. She returned with the waterat 2015 and was rehoused by 2020.Treatment with this vaporised seawater was successful and the boy'shealth improved.

SERVICES AND LIVES RESCUED BY OFFSHORE AND INSHORE LIFEBOATSJanuary 1, 1980, to April 30, 1980: Services: 394; lives saved 151

THE STATION FLEET(as at 30/4/80)

131 offshore lifeboats 126 inshore lifeboats operating in the summer51 inshore lifeboats operating in the winter

LIVES RESCUED 105,438from the Institution's foundation in 1824 to April 30, 1980

69

South Western Division

Tractor serviceTHE HONORARY SECRETARY of St Iveslifeboat station was informed at 1025 onMonday November 19, 1979, that thefishing boat William Harvey had a manon board with a badly injured finger. Atfirst it was thought that the fishing boatcould get close enough inshore for theman to be taken straight off, but whenshe arrived of St Ives at 1050 it wasfound that there was too much swell.

The fishing boat was asked to comeinshore until she touched bottom, whenthe station's tractor was driven along-side and the injured man taken ashoreto be driven to hospital by the honorarysecretary.

Services by OffshoreLifeboats, December,1979, January andFebruary, 1980Aldeburgh, SuffolkJanuary 25Amble, NorthumberlandJanuary 25Anstruther, FifeJanuary 31Arranmore, Co. DonegalDecember 17, 18, 28, 29 and January 25Barrow, CumbriaJanuary 13Barry Dock, South GlamorganFebruary 17Bridlington, HumbersideDecember 12. January 14 and 31 (threetimes)Calshot, HampshireFebruary 23Clacton-on-Sea, EssexJanuary 1 and 3Clovelly, North DevonDecember 15 (twice), 18, January 22 andFebruary 12Cromer, NorfolkJanuary 5 and 17Donaghadee, Co. DownDecember 31, January 21 and 29Dover, KentDecember 13, January 2, 11, 14, February16, 17 (twice) and 24Dunbar, East LothianDecember 9Dungeness, KentDecember 1, 29 and February 23Eastbourne, East SussexDecember 7Eyemouth, BerwickshireJanuary 31Falmouth, CornwallDecember 6, 16 and January 9Filey, North YorkshireJanuary 31Fishguard, DyfedFebruary 15Flamborough, HumbersideDecember 4 , 1 1 , January 11 and February 9Fleet wood, LancashireDecember 10Galway Bay, Co. GalwayDecember 27Great Yarmouth and Gorleston, NorfolkDecember 4, 15, 16 (twice), 22, January 7,14, 20 and February 23

Har tie pool, ClevelandJanuary 19 and 31 (twice)Harwich, EssexJanuary 25Hastings, East SussexDecember 14 and January 1Holy head, GwyneddDecember 23, January 31 and February 18Howth, Co. DublinJanuary 5, 15 and February 16Holylake, MerseysideJanuary 6Humber, HumbersideDecember3, 17, January 11, 12, 20 (twice),26, February 4, 5, 12, 13, 19, 23 and 28Dfracombe, North DevonJanuary 19Islay, ArgyllshireDecember 17Lerwick, ShetlandJanuary 16 and February 22Lizard-Cadgwith, CornwallDecember 16 and January 21Lochinver, SutherlandDecember 21Lowestoft, SuffolkDecember 16 and February 23Macduff, BanffshireDecember 7Mallaig, Inverness-shireDecember 16, January 14, 15, 28 andFebruary 12Moelfre, GwyneddDecember 27Newbiggin, NorthumberlandJanuary 25 and 28Newhaven, East SussexDecembers, January 21 and February 17(twice)New Quay, DyfedFebruary 15North Sunderland, NorthumberlandDecember 10 (three times)Oban, ArgyllshireFebruary 4Padstow, CornwallDecember 15, January 19 and 21Penlee, CornwallJanuary 4Plymouth, South DevonDecember 10, 16, 21, January 13, February10 and 17Poole, DorsetJanuary 21Ramsey, Isle of ManFebruary 14Ramsgate, KentDecember 8, 24, February 4 and 17Redcar, ClevelandJanuary 5, 31 and February 1St Helier, JerseyDecember 2, 9 and 15St Ives, CornwallJanuary 19 and February 17St Peter Port, GuernseyDecember 15 (twice) and 24Salcombe, South DevonDecember 16,18 and January 6Scarborough, North YorkshireJanuary 7, 25, 26 and February 20Sheerness, KentDecember 9 and January 31Shoreham Harbour, West SussexDecember 16, January 1, 21 (twice), 23,February 9 and 24Skegness, LincolnshireDecember 12 and 13Swanage, DorsetDecember 2, February 3 ,10 and 19Tenby, DyfedFebruary 21Torbay, South DevonDecember 2, 28 (twice), January 22 andFebruary 21

Tynemouth, Tyne and WearDecember 14 (twice) and 16Walmer, KentFebruary 17Wells, NorfolkDecember 12 and 14Weymouth, DorsetDecember 26, January 21 and February 1Whitby, North YorkshireDecember 11, 14. January 25 and 31Yarmouth, Isle of WightJanuary 1 and 25

Services by InshoreLifeboats, December,1979,January andFebruary, 1980Beaumaris, GwyneddFebruary 10Blackpool, LancashireJanuary 2, 30 (twice), 31 and February 3Brighton, East SussexFebruary 6Broughty Ferry, AngusDecember 24Conwy, GwyneddJanuary 19 and February 4Flint, ClwydFebruary 23Great Yarmouth and Gorleston, NorfolkDecember 16, 30, January 4 and 13Hastings, East SussexDecember 23 and February 17Hayling Island, HampshireFebruary 9Helensburgh, DunbartonshireDecember 10, 12 and January 12Largs, AyrshireDecember 3, January 8 and February 18Llandudno, GwyneddFebruary 13 and 25 (twice)Lyme Regis, DorsetFebruary 2Lymington, HampshireDecember 13Lytham-St Anne's, LancashireDecember 24Margate, KentDecember 2Morecambe, LancashireJanuary 19 and February 16New Brighton, MerseysideFebruary 13Peel, Isle of ManDecember 23 and February 23Poole, DorsetDecember 29 and January 17Portsmouth (Langstone Harbour),HampshireJanuary 13 (twice)Port Talbot, West GlamorganFebruary 15Queensferry, West LothianJanuary 21 and 31Sheerness, KentDecember 9 (twice), 29 and February 17Southwold, SuffolkJanuary 5, 29, February 5, 9 and 23Staithes and Runswick, North YorkshireDecember 14 and January 6 (twice)Tynemouth, Tyne and WearDecember 14 and 18West Kirby, MerseysideDecember 17 and January 6West Mersea, EssexDecember 9, January 27 and February 24(twice)Whitstable, KentDecember 9, 27 and January 5

70

Boat Insurance for Shoreline Members (and other lifeboat' readers)Temple InsuranceBrokers Ltd., specialistMarine Craft InsuranceBrokers, Members of theBritish InsuranceBrokers Association, arepleased to offerShoreline Members andother 'Lifeboat' readersspecial terms for theirpersonal Yacht andMotor Boat insurance.

For a quotation withoutobligation, pleasecomplete and post theenquiry form opposite.No stamp required.

OR RING POOLE(02013)79444

Personaldetails

Name

AddressExperienceOrrnnatinn

Tel No

Accident Losses Claims in last 5 years Yes No (Details on separate sheet)

Detailsof craft

NameConstruction .

Length

Engines

Class TypeYear Built

Beam ...H.P Inboard/Outboard

Max. Designed Speed (Motor boats only) knots.

Values

Use

General

Hull Machinery Equipment £

Dinghy/Boats £ . .

In commission fromMoored atLaid up from toCruising Area(a) Are you entitled to No Claim(b) Do you wish to bear the first

If so, state £25 : £50 : £100.(c) SPECIAL REQUIREMENTS.

TO FREE POST, GeoffreyBROKERS, 29 High

Trailer £

Outboat Motor £

TOTAL £

to (inclusive)

Inclusive. Ashore Afloat.

Discount? years.part of any claim? Yes/No.

Racing Risks, Water-Skiing, etc.

BereFCII, TEMPLE INSURANCEStreet, POOLE BH15 1BR.

SAFETY

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WE WANT YOU TO COME RACK71

Index to Advertisers Page

Aegis Insurance Services (Group) Ltd . . .67Birds Eye Foods Ltd .. .Inside Front CoverEvett Sailwear Ltd 72Glanvill Enthoven & Co Ltd 38David Jolly (Tiller Master) 72Mercantile Credit Inside Back CoverMermaid Marine Engines Ltd 38NECO Marine Ltd 67Peeks of Bournemouth 72Readers Union (Maritime Book Society)

Outside Back CoverRFD Inflatables Ltd 71Routledge & Kegan Paul 67Temple Insurance 71C. P. Witter Ltd 72

HAVE FUN FUNDRAISING

Free IllustratedCatalogue from

PEEKS OFBOURNEMOUTH

Tuckton, BournemouthTel: 0202 429404/5

Classified AdvertisementsEntries under ACCOMMODATION areoffered at the special rate of £7.00 for up to50 words, including address and phonenumber. Additional words at 30p per word,minimum ten words. Other Classificationsare at 30p per word minimum ten words.

All Classifieds are subject to pre-paymentand cheque or PO must accompany order.

ACCOMMODATION

1LFRACOMBE: for comfort, cuisine, viewsand close to harbour, visit this Georgianhouse, set in 2'/2 acres of grounds. Childrenwelcome. Ample parking. Easy access allamenities. Also self-catering lodgeavailable. Enquiries to Mrs C. Biggin,Laston House Hotel, Hillsborough Road,llfracombe, N. Devon. Tel: 0271 62627.

WESTON SUPER MARE. Olde worldecottage. B.B.E.M. Noted for good food,hospitality. Children welcome. S.A.E., OldRectory, Locking. Banwell 822050.

BR1XHAM, TORBAY. Self-cateringHoliday Apartments each comfortablyfurnished to a high standard for 2-6 persons(children over 6 years). Superb harboursideposition. Resident proprietors associatedwith Torbay Lifeboat. Stamp please forbrochure; G. A. Smith, 'Harbour Lights', 69Berry Head Road. Telephone 4816.

DORSET, 3 miles Bridport. Furnishedholiday cottage to let. St. Anthony,Uploders.

SAILING INSTRUCTIONFARAWAY SAILING SCHOOL (R.Y.A.Approved). Sailing instruction one to fivedays or weekends. R.Y.A. practicalCourses. Operating base Troon Marina,Ayrshire. Brochure and further informationfrom 420 Sauchiehall Street, Glasgow G2.Tel: 041-332 7587.

PAINTINGSYOUR LIFEBOAT IN OILS. On canvas36" x 28". S.a.e. Lee, 9 Esplanade,Weymouth, Dorset.

MINIATURE MODELS AND WALLPLAQUES, LIFEBOATS, SAILING

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TROPHIESRACE SETS— Mainsails—Dinghies—Cups,W. & E. Astin, 7 Westerly Lane, Shelley,Huddersfield. Kirkburton 2368.

MISCELLANEOUSFISHERMAN'S SMOCKS, navy drill. Allsizes £6.95 delivered. Rockall Wear, 138Narrow Lane, Halesowen B62 9NX.

MEDITERRANEAN VIA CANALSADVICE, information or delivery. WriteCaptain Ward, 4 Graydon Avenue, Chiches-ter. Tel: 0243 784700.

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TOWINGBRACKETS

Approved by car manufacturers and issued withfitting Instructions. Also shock absorbers stabiliserand couplings.

Please save a little for the peoplewho save a lot—give generously tothe R.N.L.I.

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72

New!for shorelinememberssailing loans atreduced rates

Now, as a Shoreline member, you're in a privilegedposition when it comes to financing your sailing.

Shoreline Sailing Loans are now available atspecial preferential interest rates. One of them canprovide the cash you need to buy a boat, to refit, or evenfor major annual expenses like insurance.Then you canspread the cost over monthly instalments and so sail ona budget.

Help the R.N.L.I. as you help yourself.Shoreline Sailing Loans will provide a valuable

source of revenue for the R.N.L.I.,as well as saving youmoney. Each loan granted will provide a donation to theInstitution, without the deduction of promotion,administration or other costs.

Non-members can apply for loans and joinShoreline simultaneously, and have their first year'smembership paid for them. Mercantile Credit, who arearranging the loans, will make a £5 donation to Shorelinefor each advance made to non-members, entitling themto family membership for one year.

You can pick up a Shoreline Sailing Loan leafletat your local branch of Mercantile Credit (see yourtelephone directory for the address) or write toMercantile Credit, (Shoreline Loans), FREEPOST,

London WC2B 5DX. No stamp needed.

If you sail. build, buy. race or simply love boats — theMaritime Book Society is the unique source of valuableinformation that you need It's a selective and economicalservice made possible by the buying force of thousands ofmembers, bringing you books packed with facts, superblyillustrated and attractively presented sometimes even inwaterproof bindings' Books overflowing with adventure anddrama top quality products from the best maritimepublishers And they are all 25% less than publishers' prices- sometimes substantially cheaper - for exactly the samehigh qualityEvery two months you will receive the Society s FREE attractivelyillustrated Bulletin detailing all the new titles such as Glenan'sWeather Forecasting published at £5 95 for £4 50. Clinker BoatBuilding for £4 50. Flye'. the Quest to Win the Round the World Racefor £5 50 (a saving of £2) All we ask is that you take a minimum of fourbooks during your first year of membership There will be hundreds ofhighly desirable books like these to pick from and the choice is alwaysyours Make the most of this outstanding offer today

The New Glenans Sailing ManualPublished at £15

YOURS FOR ONLY+P&Prot r -r^» \

' . . . every point of sailing under all rigs and inall weathers, meteorology, navigation and boathandling it should equip the yachtsmanmentally and materially for any kind of voyage.'

Sea BreezesThe fact remains that anyone who buys acruiser and needs a bible to go with it, is unlikelyto go far wrong with the New Glenans Manual.'

Yachting Monthly' . . . a virtually complete manual on the scienceand art of sailing . . . the book offers more andbetter instruction on sailing than any otherpublication.' Boat (USA)

'At last a sailing manual worthy of the name . . .a new one that is not only comprehensive butalso readable.' Yachting & Boating

'. . . more of an introduction to the wholesailing scene than a simpleinstructional manual.'Yachts&Yachting

SEND NO MONEY AON POST TODAY ;*g»\To: Maritime Book Society, PO Box 6, Newton Abbot, Devon. '•"""

I would like to join the Maritime Book Society and claim The New GlenansSailing Manual for only £1.00 (plus 96p carnage). Allow up to 21 days for delivery.I agree to purchase at least 4 books (in addition to the introductory books) during ayear's membership and may resign thereafter.

^.,**** .***

Mr/Mrs/Miss.

Address

Postcode

L-^Signature

lor if under 18. signature of Parent/Guardian/ JMaritime Book Society is run by Readers Union

Brunei House. Newton Abbot. Reg in England No 843946