Emile Robin 1985/86

The EMILE ROBIN Award was made to Captain G Hindmarch and Chief Officer R Couch of the coaster MW Londonbrook for the rescue of 3 crew of the stricken Waldrian off the NW cost of Scotland in big seas on the 10th October 1985.

On 10th October, 1985 the coaster Londonbrook picked up a message about a vessel in difficulties off the NW coast of Scotland; she closed the scene and after a hour, sighted in the darkness the 54 ft Waldrian. Visibility was poor in driving rainsqualls – winds of 60 kts gusting to 70, big seas running and a heavy groundswell. There was danger of the Waldrian being embayed in Gruinard Bay. Waldrian was trying to reach the shelter of Loch Eve, but in the appalling weather conditions was making water, with the pumps unable to cope and the engine room flooding. A helicopter was scrambled from Lossiemouth, but had to turn back because of the dangerous flying conditions. Seeing the perilous situation and realising that Waldrian was beginning to sink, the Master of the Londonbrook decided to attempt an alongside rescue. This was a most hazardous manoeuvre in heavy seas and ferocious gusts of wind. However, the approach was successful and, of the three crew, two managed to scramble on board from the sinking fishing vessel, but tragically, the Skipper of the Waldrian lost his footing, slipped between the heaving vessels and was lost. Despite a search, he was, sadly, never seen again. But for the outstanding seamanship of Captain G Hindmarch, Chief Officer R Couch and crew of the Londonbrook the entire crew of the Waldrian would undoubtedly have been lost.

Gold Medal 1878/79

The Society’s Gold Medal awarded to Captain Holdsworth and Silver Medals to 9 others of the barque Decapolis for rescuing 22 crew of the Elbana of Liverpool in tremendous seas in the South Western approaches to the English Channel on 10th October 1878.

Captain Holdsworth brought to the notice of the Committee the following act of heroism as reported in the daily papers:- The large iron ship Eblana, of Liverpool, 1,351 tons register, commanded by Captain Liver, left Liverpool for Madras on Thursday, 3 October, and experienced bad weather, until reaching the Smalls Lights. The wind was from south and south-west, and it got worse from that time until Sunday, when there was a heavy gale from the southward, which, however, moderated towards Monday, when the weather became a little finer. On Tuesday it commenced to blow again from southsouth- west, increasing to a heavy gale, and became still worse on Wednesday, with mountainous seas.

On Thursday, at 2am when in Lat. 48 52′ N Long. 10 33′ W, a tremendous sea struck the vessel, throwing her over on her side, shifting the cargo, washing away the lifeboat, and smashing the bulwarks. Towards morning the main and mizzen masts were cut away, and the vessel was quite over on her side, and settling down fast. At 6 o’clock in the morning the barque Decapolis, of London, Captain Almond, from Adelaide for London, hove in sight, and signals of distress were made to her, and she bore down and stood by them for about 14 hours, until all the crew were rescued and taken aboard. When she first approached the Eblana, the latter’s boats were launched, but were stove in by the seas, one of the crew being badly injured. A boat with 6 men was then sent from the Decapolis, and she succeeded in rescuing 6 of the Elbana’s men. There was a great gale on and tremendous seas, and it was impossible to get the boat close to the ship, and a communication was made between them by lifebuoys and lifelines. All the crew was saved by this means, by being hauled through the water to the boat. On returning to the Decapolis with these men, the boat was stove and became useless, and the mate of the barque, who was in charge, was hurt in the arm and shoulder. A second boat was then sent, and in five trips rescued 22 men. The service was attended with considerable difficulty and danger, and the Eblana’s crew spoke well of the gallantry of the others especially of that of the carpenter, named David Stephen, of Stepney, London, who with three hands, had charge of the boat on four successive trips, and George Bourne, an apprentice, who went every time first in the boat that was stove in, and afterwards in the second boat, and managed the lifelines, pulling all the men from the ship to the boat. The unfortunate men lost all their clothes and effects. The Captain, officers and crew of the Decapolis behaved very kindly towards them during the two days they were aboard her, and gave them various articles of clothing. A letter was also read from Captain Almond, giving the names of the men who manned the boats, with the number of trips taken by each. When, it was proposed from the chair, and unanimously resolved, that Captain Thomas M Almond, be awarded the Gold Medal of the Society, and that Silver Medals should be awarded to the nine others. GWR Bourne was also presented with a sextant in addition to the Medal, as the Committee considered his conduct most praiseworthy in volunteering to go with each boat to the rescue of the unfortunate men, who, but for the assistance of Captain Almond and his crew, would in all human probability have perished. The Secretary was also instructed to convey to the Captain and crew of the Decapolis the Committee’s full appreciation for their gallant and successful efforts to save the lives of their fellow men, and also their earnest hope that this acknowledgment of their heroism would be an incentive to future exertion in the same noble work, should necessity arise.

Edward & Maisie Lewis Award 1982/83

The EDWARD AND MAISIE LEWIS award was presented to Lieutenant NA King and crew of Helicopter ‘Rescue 701’ of 819 Naval Air Squadron, Prestwick for the rescue of the crew of the fishing vessel Poseidon taking in water North of Skye on 9 November 1982.

At 0923 on 9 November 1,982, a request for assistance was received by HMS GANNET Air Operations (Prestwick) from the Rescue Co-Ordination Centre at Edinburgh. The Poseidon was in distress to the north of Skye and was reported to have suffered a mechanical breakdown and to be taking water.

Although another fishing vessel, the St Kilda, was in attendance, the tow passed was continually parting; moreover, although not in immediate danger, the vessel was in the proximity of a lee shore.

Due to the distance involved and appalling weather conditions, it was decided to recall and send a second crew as mutual SAR. Weather conditions at the time were gale force 9, wind 210 at 45 kts gusting to 56kts, visibility 5km in heavy rain with 6 octas of cloud at 500ft. Forecast conditions were west storm force 10, rain and hail, with a possibility of thunder and lightning and a warning of moderate to severe turbulence at low level.

By 2330 the duty crew, comprising Lt NA King, First pilot and aircraft Captain, Lt SJ Westwood, Observer, Sub-Lt AJ Read, Second pilot, Leading Aircrewman S Revell, plus PO R Gardiner, were changed and briefed. The decision was made to fly low level, remaining below the cloud base and accepting the turbulence, navigating by radar and visual means.

The aircraft c/s ‘Rescue 701’ took off from Prestwick at 2351. A second crew in ‘Rescue 707’ took off from Prestwick at 1010, following the same route as Rescue ‘701’. As they approached the scene, Stornoway Coastguard were contacted and initially directed ‘Rescue 701’to proceed to fu Sea Otter, sheltering tn Lub Score, to transfer a pump to Poseidon . ‘707’ was asked to locate Poseidon, although the datum position passed proved to be approximately Snms north-east of the distress vessel. With radar picture being severely degraded by weather clutter, and visibility reduced to a few hundred yards, this effectively put ‘Rescue 707’ out of the action. A radio message from the St Kilda indicated that conditions were getting worse and the tow was parting every few minutes. Shortly afterwards, the following message was received from St Kilda: ‘Poseidon is on the rocks and sinking men are in the water’. ‘Rescue TOf immediately closed Fladda Chuain to assist ‘7O7’ in locating Poseidon. St Kilda fired 4 red flares, positively identifying 2 faint lights, approximately 2 nautical miles north of Rescue 701-, as the St Kilda and Poseidon. The aircraft closed the scene. ‘7O1′ approached Fladda Chuain into wind from the north and let down approximately half a mile from the coastline. At ranges less than half a mile, all land was lost on the radar due to clutter. The aircraft was being constantly buffeted by wind, rain and spray and would not turn out of wind. ’70L’ moved sideways and backwards, conned by the Second Pilot from the left hand seat. This manoeurve was carried out with extreme caution, as visibility within the limit of the aircraft lights had been reduced to between 25 and 50 yards by the dense spray and driving rain. In this fashion , ‘7O1′ crabbed towards the Poseidon. As ’70L’ approached, the aircrewman, in the door, became visual and took over the con. Almost immediately, a survivor was spotted, standing up to his waist in rough water, with waves breaking over him. The observer was lowered, in a double lift harness, on to the rocks and into the sea. The aircrewman provided an exceptionally good con, considering the difficulty the Pilot had in hovering, with crashing waves breaking over the rocks changing all the visual references and cues. The first survivor was winched into the aircraft with some difficulty. The observer, by now soaking wet, was lowered back down into the water to collect the second survivor. This man turned out to be a non-swimmer, clinging spreadeagled to a partially submerged rock, with waves breaking over him. With great difficulty the observer put the man into a double lift harness, all the time in constant danger of being swept clear by the rough seas. This survivor was winched into the aircraft, stripped and put into a sleeping bag. The aircraft was now conned by the Second Pilot towards the third survivor, who was standing on a rock, with waves breaking against him. The Aircrewman took over the con and the Observer carried out a winch transfer, collecting the survivor, again using the double lift harness. One crew member still remained to be found and for the next 10 minutes ‘701-‘ moved sideways across the rocks in either direction in an effort to locate him. Meanwhile, concern was mounting over the deteriorating condition of the rescued crew members, who were suffering from intense cold and shock. However, the agonizing decision to break off the search to take the survivors to medical care never had to be taken, as the fourth crewman suddenly walked into view on the shore line. The Observer was lowered and the survivor winched up. ‘Rescue 701’ then joined ‘707’ and both aircraft proceeded to Stornoway. Whilst in the aircraft all the survivors were kept as warm as possible, using blankets and sleeping bags; the condition of the non-swimmer was the most critical and upon landing at Stornoway, it became clear that he would not have lasted much longer. After refuelling and inspection,’707′ and ‘701’ returned to Prestwick, having been nearly 7 hours on task.

Barometer 1883

In the case of the FV Sweet Home, of Whitehills, for the rescue of the Master and five others composing the crew of the FV Comet, of Nairn, while clinging to the bottom of their capsized boat, in a heavy sea after violent squall, off Kinnaird Head, on July 24 1883.  To the Master of the Sweet Home, John Watson – one of the Society’s Marine Aneroid Presentation Barometer; and to the other members of the vessel’s crew (John Levine, Mate, James Watson, John McIntyre and John McKennon), the pecuniary reward of nine pounds six shillings.

Silver Medal 1945

The Committee have decided to recognise, by the award of the Society’s Silver Medal, the exceptional bravery displayed by Junior Ordinary Seaman Victor Derek Brockman, of the tug Lady Brassey, although aged only sixteen years, when the Empire Lough, carrying a cargo of cased petrol, was set on fire on the 24th July 1944, by enemy shell fire between Dover and Folkestone. In spite of the flames and exploding ammunition, Brockman climbed on board the Empire Lough entirely on his own initiative, and at the grave risk of his own life, made the tug’s towing wire fast to the bollard. This brave action was mainly instrumental in enabling the Lady Brassey to beach the Empire Lough.

Lady Swaythling Trophy 2007/08

To Captain Glenn Wostenholme of the Maersk Kendal.

Shortly after midnight on 7th August 2007 the MV Pailin Maritime, a 30 year old, 3,000 ton vessel, fully laden with a cargo of logs and a crew of 24 en route from the Solomon Islands to Vietnam sent out a distress call. Her hull had cracked; she was taking in water and listing to starboard. The crew were ordered to abandon ship. Two liferafts were released and 23 crew jumped into the water, one non-swimmer would not. There was a strong southwesterly wind with a four metre sea. The Pailin sank in fifteen minutes.

Meanwhile, 190 nm to the NNE, the new container ship Maersk Kendal was on her maiden voyage from Busan to Tanjung Pelepas, Malaysia. She had been monitoring distress relay messages from the Pailin during the night and at 0900, Captain Glenn Wostenholme, ordered a change of heading towards her last known position – 90 miles away – and increased to full speed ahead. Maersk Kendal arrived on scene at 1230, was designated On Scene Co-ordinator and informed that another vessel would arrive in two and a half hours. A loose life jacket was sighted early on and a search sector was established to the north and east of it. The Car Carrier Rio Imperial joined the search. Drift and leeway calculations were made and a Dead Reckoning position for the survivors calculated. At 1515 blue canvas or plastic coverings were sighted in the water. At 1648, the decision was made to increase speed and head directly towards the calculated DR position in order to cover the furthest point away before nightfall. Then at 1702, Rio Imperial reported another empty life jacket and the DR was updated to a position approximately two miles SSE of the original one. The wind was south-westerly at 24 kts and the sea state moderate to rough. Numerous large logs were sighted in the water, then a body and then orange smoke and a small rocket were sighted off Maersk Kendal’s starboard bow, less  than one mile distant. The rescue boat was launched and two survivors recovered. They reported that two liferafts had been launched from the Pailin and that there were 24 in the crew. At 1852 Rio Imperial reported another liferaft to the north-east and she proceeded to recover 13 survivors. Captain Wostenholme decided to continue searching to the north-east hoping to cover the most likely area before dark. Then at 1903 Maersk Kendal sighted a second liferaft on the port bow one mile away. While manoeuvring his 299 metre long container ship alongside the liferaft they were hit by a strong squall. There was a 3.5 to 4 metre swell and it was now dark but four survivors were rescued. The search was concluded. The survivors had been adrift for nineteen hours and had drifted thirty-five miles away from the Pailin’s last reported position. Nineteen crew had been rescued.

Silver Medal 1885/86

Society Silver Medal awarded to Frederick Adams of the smack ‘Primrose’ for the rescue of crew of the Danish steamer Copenhagen on 6 December 1885.

In the case of the smack Primrose, for saving, in the smack’s boat, on December 6, during a westerly gale, with heavy sea, near Horn Reef, in the North Sea, 14 of the crew of the Danish steamer Copenhagen, the rescue being effected in two trips of the boat, manned by William Jones, (2nd Hand), Christian Nielson (3rd Hand), and Frederick James Adams (Deck Boy), at great personal risk; and the boat, with the two first named, being subsequently lost to sight and never heard of again, when bringing off, in a third trip, the Captain of the Copenhagen (Christian Fulleng), with Chief Mate and two Engineers.

To the Master of the smack, George Henry Cook, the Society’s Marine Aneroid Presentation Barometer; and to Frederick Adams, the Society’s Silver Medal. Also, to the widow of the lost Second Hand, William Jones, a special pecuniary grant of five pounds.

Emile Robin 1979/80

EMILE ROBIN award made to Mr Magnus Scott, Skipper of the mfv Alert, for rescuing 6 men from the St Kentigern adrift on a raft in dangerous seas of Skelda Voe on 3 November 1979.

On Saturday 3 November 1979, at about 0830 Mr Scott telephoned a village acquaintance to enquire about a lighting failure and was told that the 0800 news bulletin had reported that the Saint Kentigern had gone aground at Burra lsle. He thought at that time there was very little hope for the crew if their ship had grounded on the south western end of Burra lsle. About 0945 he was on his way to a shed beside the house to look at some creels when his eye caught the dying seconds of a flare on the south eastern point of Skelda Voe. This would be about 1 mile from where his boat was moored.

He immediately telephoned the Coastguard and then went to scan the area with binoculars and caught one glimpse of the liferaft amidst reefs, breakers and boiling foam. Leaving his wife to telephone the Coastguard and with two of the local men he went to the local pier where he was joined by Mr Robert Cooper of Grindibrek, Easter Skeld. The conditions on the local bar were hazardous but they managed to get the Alert over this bar and seaward. The visibility was very poor because of high seas and spray and they were within 200 yards of the liferaft when they sighted it among reefs with only 25 yards separation between them and the rocky shore where there would have been little hope for them. Mr Scott brought the Alert to within 15 yards of the raft. He could not get any closer because of the dangerous reefs on which the seas were breaking. At this point he threw a heaving line to the raft and this was made fast. He then towed the raft through a shallow opening in the reefs and when he got her clear he swung his own boat round and went up to the raft on her weather side and got all the 6 men off safely. By then they were suffering from the usual consequence of exposure and the fear of their situation. The raft was towed for a while but the condition of the raft was such that it was open to the sea and was swamped frequently. The heaving line eventually broke and he left the raft and took the survivors on to the pier.

Mr Scott and his colleagues displayed fine seamanship in the most hazardous circumstances and made a courageous rescue when the raft was little more than 20 yards off the rocks. Mr Scott’s prompt initiative, fine seamanship and extremely courageous action undoubtedly saved the 6 lives involved.

Lady Swaythling 1998/99

THE LADY SWAYTHLING TROPHY awarded to AB Michael McCarthy of HMS ANGLESEY for outstanding boat handling in helping to pass a tow to a yacht in distress in rough seas on 2 November 1998.

During the middle watch on 2 November 1998 in gale force winds and complete darkness, the Officer of the Watch of the offshore patrol vessel HMS ANGLESEY spotted a red flare some 25 nautical miles to the West of Lundy lsland. On closing the position a small inshore yacht with a broken boom was found, rolling violently in the rough seas. Two aged men were stranded on the upper deck of the vessel, in poor physical shape. lt was decided to take the yacht in tow and the seaboat, a rigid inflatable craft was launched. The Coxswain of the seaboat, Able Seaman Michael McCarthy demonstrated considerable skill in positioning the seaboat, firstly to take the towline from the ANGLESEY and then to come alongside the yacht as it was violently tossed about on the rough sea. AB McCarthy’s boatmanship was such that his bowman was able to scramble aboard the yacht and secure the towline. With the yacht under tow, its crew needed to be evacuated to the ANGLESEY. The two men could not jump so AB McCarthy had to manoeuvre his seaboat to hold it hard against the side of the yacht whilst the bowman laid the men one at a time along the cockpit deck edge and choosing his moment rolled them into the seaboat. The yacht and her crew were safely transferred to Milford Haven later the same day.

AB McCarthy displayed considerable courage and skill throughout a difficult and dangerous rescue in atrocious weather conditions at night. Without his outstanding boatmanship, success would not have been possible.

Gold Medal 1859

A letter having been read from Mr J Dickinson, dated India House, together with the copies of documents enclosed, transmitted from the Bombay government, bearing testimony to the conduct of Lt Edward Giles, of the Indian Navy, Mr HR Miles, master of the Hydree, Captain Henry Scott, HM 9^th Light Dragoons and Lt Hubert Le Cocq, Bombay Artillery, on the occasion of the shipwreck of the transport Julia, on the bar of Karaeachee Harbour, on the 29th June 1857. It was resolved unanimously, on the motion of Vice-Admiral Bertie Cator, seconded by Captain the Hon. Joseph Denman, RN.

“The Committee, having examined the various documents referred to, bearing testimony to the gallant services in the cause of humanity of the gentlemen before-named, in the execution of which they nobly periled their own lives, and were mainly instrumental, by the providence of God, in saving the crew and passengers of the said vessel, with the exception of 4 gunners of Horse Artillery, which were unhappily drowned by the upsetting of the Hydree’s cutter, specially notice the conduct of Mr HR Miles, the Master of the Hydree, whose gallant, skilful and heroic exertion, appear to have elicited the unqualified praise of all who witnessed his perservering endeavours in the cause of humanity, having been himself capsized and remained two hours in the water. The Committee do therefore award the Gold Medal of the Institution. To Lt Edward Giles, of the Indian Navy, Port Officer, whose name is most honourably mentioned for skill and courage, evidenced throughout the whole time that any lives were imperiled, the Silver Medal; and also to Capt Henry Scott, and Lt Hubert Le Cocq, who were both capsized with Capt Miles, whose gallant and perservering exertions are specially noticed, the Silver Medal of the Institution, each.”