Ian White took over as Honorary Agent in Lossiemouth in late 2003. He is the Harbour Master and in the relatively short time he has acted on our behalf he has been hugely effective in raising the profile of the Society in a number of ways. In 2004 Ian organised a very successful scheme whereby lifejackets were distributed free of charge from the Harbour office in return for a donation to the Society. The scheme generated local press coverage in addition to £160 in very welcome funds. Last year Ian arranged for one of our newly converted large mines to be sited in a prominent location on the recently redeveloped quayside - the first large collecting mine to go to a new location for many years. Again local press successfully covered the event. Recently Ian persuaded the RAF, who organise the locally famous Lossiemouth raft race, for the Society to be the event’s nominated Charity. As a result we received a cheque for £1,000. His enthusiasm and energy are generating impressive tangible results for the Society and are deserving of public recognition.

Geoff Chandler has been our Honorary Agent in Hull since 2006 and before that in Eyemouth and other locations throughout the British Isles for many years. In addition to his work for the Mission in Hull he has over 400 regular beneficiaries of the Shipwrecked Mariners; including 270 who were with the Hull Fishermen’s Trust Fund and for whom he is now the first point of contact. Last year he also handled 95 new applications for assistance and conducted 58 case reviews. Last summer saw severe flooding in Hull and we wrote to all our regular beneficiaries to see if we could offer assistance and it fell to Geoff to visit and complete the necessary paperwork on their behalf. He has forwarded thirty-two cases to us so far. A wise, thoughtful, modest and respected operator he serves our beneficiaries particularly well and his activities on their behalf are worthy of public recognition.

On 12 March 2008 ‘Rescue 137’, a sea King helicopter from D Flight 202 Squadron RAF Lossiemouth, was scrambled to rescue a severely ill crewman onboard the Russian FV Semyon Lapshenkov some 200 miles west of the Outer Hebrides, at the extreme range of the aircraft. The crew consisted of Squadron Leader Pete Richardson (Aircraft Captain), Flight Lieutenant John Darlow (Co-pilot), Flight Sergeant Dave Hutt (Radar and Winch Operator) and Master Air Crewman Duncan Tripp (Winchman).

Fuel planning was critical and, prior to departure from Lossiemouth, the crew instructed engineers to remove as much non-essential equipment as possible from the helicopter in order to permit the maximum amount of fuel to be carried. Nevertheless, the crew calculated that they might only be able to remain with the Semyon Lapshenkov for twenty minutes. ‘Rescue 137’ departed Lossiemouth, routed west to Benbecula airfield and refuelled. Once airborne from Benbecula, ‘Rescue 137’ headed west at low-level but in the strong headwind could only achieve an over water speed of 60kts which gave an en route time of three hours and twenty minutes.

When she reached the vessel, it was dark, there was no moon and it was raining heavily. The Semyon Lapshenkov was pitching and rolling violently in sea state 7-8 and 40kt winds and the only viable winching area was surrounded by numerous obstructions. With the casualty’s poor condition and only limited fuel available, ‘Rescue 137’ was under pressure to expedite the casevac. The atrocious conditions meant that the crew had difficulty establishing a safe position over the vessel and that there was a high degree of risk involved in transferring the winchman, Master Air Crewman Duncan Tripp, using the rescue hoist. As he neared the deck, the violent motion of the vessel caused the hoist cable to become entangled with the superstructure and there was a real risk that either the helicopter would become attached to the vessel or that the hoist cable would have to be cut in a position that would release the winchman into the sea with little likelihood of his subsequent rescue. Due to the acute motion of the vessel Master Air Crewman Tripp was injured by impact with a crane adjacent to the winching area. Although the pilot and winch operator were operating to their limits, from the end of the hoist cable the winchman communicated that he wanted them to continue to try and place him on the deck and this was eventually achieved.

The casualty was rapidly prepared for extraction and recovered onboard the aircraft which then departed for Stornoway Hospital. The casualty had suffered a myocardial infarction; he underwent emergency surgery and his life was saved.

During this extremely hazardous mission, the crew of ‘Rescue 137’ overcame significant challenges and operated to the limits of their ability while the winchman displayed exceptional personal courage and outstanding professionalism.

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 24kts 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 life raft 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.

At 1944 on Sunday 13 January 2008, the Torbay lifeboat, RNLB Alec and Christina Dykes, a Severn class with Coxswain Mark Criddle in command, slipped her mooring to go to the aid of the MV Ice Prince, a 6,395 tonne cargo vessel with a crew of 20. The vessel was drifting 34 nm south east of Berry Head. In the adverse weather her cargo of timber had shifted resulting in a 25 degree list to port. Her engines were also disabled and she was being set to NNE at a rate of 4kts. As the lifeboat cleared Start Point, she met the full force of the weather: the wind was southerly force 8-9 with a four metre swell and occasional breaking waves. The Salcombe lifeboat had also been launched.

At 2017, Brixham Coastguard reported that the Ice Prince was now listing some 45 degrees to port. The Coastguard had tasked the rescue helicopter India Juliet to assist. Concerned that the casualty was in imminent danger of capsizing, Coxswain Criddle increased speed to make good 20kts. Despite being fully trimmed the lifeboat left the water on a number of occasions.

At 2113, India Juliet started winching the crew to safety. Arriving on scene, Coxswain Criddle found the Ice Prince rolling heavily and listing to port with the wind on her starboard beam.

By 2200 the helicopter had lifted off twelve crewmen and departed for Portland. Unable to establish communications with the helicopter the lifeboat was unsure of the situation and it was only because they were still illuminating the bridge of the Ice Prince that the Coxswain realised there were still crew on board. At 2210, Coxswain Criddle spoke to the Captain of MV Ice Prince on the VHF radio to ask his intentions. The Captain spoke little English, but he stated that he was about to order his crew to abandon ship and asked if the lifeboat was prepared to take them off. Coxswain Criddle agreed. The transfers would be done one person at a time off the vessel’s stern.

The wind was gale to severe gale force 8-9, and the four to five metre swell with occasional breaking waves was presenting a significant challenge. The noise of the wind and sea made communications amongst the lifeboat’s foredeck crew very difficult but having been briefed as to the task in hand they settled to it immediately.

Coxswain Criddle made three or four practice runs at the casualty’s stern to see how the vessels would interact. There were a number of aspects of the approach which were causing him concern; the Ice Prince was beam on to the wind and drifting at over 3kts, her list meant that her port side was under water and the port gunwale was an invisible but obvious danger. She had a large anchor housed on her stern reducing the available area to come alongside.

The eight remaining crew on MV Ice Prince were all positioned at the rear of the accommodation block on the starboard side. To make the transfer to the lifeboat they would have to cross the steeply sloping deck to the vessel’s port side anchor winch.

With the ship rolling heavily, traversing to the anchor winch was dangerous for the casualty’s crew and the position of the stern anchor afforded limited space for the lifeboat to come alongside. The rolling of the vessel was making the starboard quarter act like a guillotine and Coxswain Criddle was concerned that if he overshot, the crew on the lifeboat’s foredeck could be crushed. The casualty was being blown to leeward at 3.5kts adding to the difficulty of making an accurate approach. With no portable radio all communications had to be by hand signals.

Coxswain Criddle made his approach to put the port shoulder against the stern of MV Ice Prince. The manoeuvre went to plan and the first crewman was recovered. Each transfer required a number of approaches because the sideways motion of the casualty, coupled with her rolling and the broken water around her stern, meant that there was no safe way of holding the lifeboat in position. These manoeuvres demanded tremendous skill and concentration from Coxswain Criddle in order to get close enough to the stricken vessel for the transfers without hitting her. The Salcombe lifeboat was asked to standby off the casualty’s port quarter in case one of the crew found themselves in the water.

Whilst coming alongside to pick up the fourth crewman, the lifeboat rolled unpredictably, the two vessels collided heavily and one of the casualty’s crewmen lost his hold and slid down the deck. Luckily, due to the surging motion of the water he was able to haul himself back up the deck to the anchor winch. On the next approach he stepped aboard. The lifeboat’s foredeck crew had been thrown to the deck when the two boats collided and the fendering on the port bow ripped off.

Coxswain Criddle again set the lifeboat up and made another approach but on this occasion the four remaining crew could not be persuaded to make the transfer. Repeated alongsides were made and eventually the casualties, after much coaxing, were persuaded to come down to the anchor winch.

The lifeboat was placed alongside several more times before the next man could be coaxed across. On each occasion the foredeck crew had to step forward to help the casualty and in so doing faced the danger of being struck by Ice Prince’s starboard quarter. After one and three quarter hours in atrocious conditions and with over fifty alongside manoeuvres all the crewmen were taken off and with no significant hull damage, apart from a broken bow roller and the damaged fendering, the lifeboat returned to Brixham.

At 2016 on 31 January 2008,‘Rescue 122’, a Sea King of C Flight 22 Squadron RAF Valley, was called to the aid of 23 persons on board the ferry Riverdance that had lost all power and was in severe difficulties 10 nm north west of Blackpool. Weather conditions on scene were atrocious with low cloud, storm force winds (50 gusting to 70kts) causing severe turbulence and a sea state of 7 with an associated 10 metre swell.

‘Rescue 122’ arrived on scene at 2035 and found the Riverdance cross wind, side on to the sea and swell and listing between 45 and 60 degrees to port. The battering of the waves against the slab-sided ferry and associated rolling and surfing in the swell meant that on occasion the port bridge wing was dipping into the water and she was at significant risk of capsizing. Riverdance’s Captain was requesting the immediate rescue of all non-essential personnel. The crew decided that the safest option was to winch the passengers from the ferry’s starboard bridge wing.

Unfortunately, the strength of the wind and poor visual references meant that this option was technically extremely demanding and numerous attempts to deliver the winchman, Master Air Crewman Richard Taylor, to the deck over the next 30 minutes were unsuccessful. An even riskier option then had to be considered which would involve winching the passengers from the port bridge wing on the low side of the vessel.Through skilful flying, accurate winch operating and considerable courage from Master Air Crewman Richard Taylor, a rope hi-line was eventually delivered to the crew. Unable to hold onto the rope owing to the vessels violent motion the process had to be repeated but eventually the winchman was delivered to the deck.

Conditions onboard were appalling and Master Air Crewman Richard Taylor had to make his way up and down the steeply listing deck whilst being battered by waves to organise the evacuation of the passengers and crew. Throughout this whole process he was not secured to the aircraft and at considerable risk of falling from the ferry. While the crew were being recovered to the helicopter the violent movement of the vessel again snapped the hi-line and yet again through skilful winch operating contact was re-established. Eight of the crew were recovered to the aircraft and ‘Rescue 122’ then flew to Blackpool to drop the passengers, refuel and shut down to wait for further tasking.

At 0415hrs, ‘Rescue 122’ was again scrambled to the Riverdance as the vessel was now stranded on a sandbank and, with her cargo moving freely on the deck, was expected to capsize. Despite already coping with the previous ordeal, by using the same techniques the crew went through the process of safely recovering the remaining nine casualties. Although the vessel was a little more stable the crew yet again had to work extremely hard as the ferry was still rolling and surfing. Richard Taylor stayed on Riverdance until the last lift when he, along with the Captain, abandoned the vessel to her fate.