Shipwrecked Mariners' Society

About Us

Society Awards

Awards for Skill and Gallantry

Edward and Maisie Lewis Award
For an outstanding air/sea rescue or casevac

Superb professionalism, teamwork, tenacity and courage ensured the safe recovery of 26 crewmen from a lifeboat in heavy seas.

At 1105 on 18 January 2007 “Rescue 193” from 771 Naval Air Squadron at Culdrose was scrambled to assist with the rescue of the crew of the container ship MSC Napoli. The crew consisted of Lt Cdr Martin Rhodes RN (Aircraft Commander), Lt Michael Scott RN (First Pilot), Lt Olivia Milles RN (Second Pilot) and POACMN David Rigg (Winchman). MSC Napoli was drifting 40 nautical miles south south-east of the Lizard, her engines having failed after taking in water. It was believed that the crew had already abandoned ship. Realising that the circumstances would require a second helicopter the Aircraft Commander requested that “Rescue 194” be launched with an SAR diver and this was done at 1135. The crew comprised Lt Guy Norris RN (Aircraft Commander), Lt Kevin Drodge RN (First Pilot), Capt Damien May RM (Second Pilot), POACMN James O’Donnell QGM (Diver) and LACMN Justin Radford (Winch Operator).

Arriving on scene in reduced visibility and low cloud with mountainous seas and winds in excess of 50 knots, “Rescue 193” located the stricken vessel and the small lifeboat. In order to co-ordinate the rescue from the lifeboat it was decided that “Rescue 194” should lower POACMN O’Donnell, the diver, onto it. In squally winds and with an erratic 40 foot variation in wave height, the first pilot and the winch operator placed the diver 10 feet astern of the craft from where he swam to it disconnected himself from the winch and then with considerable strength and determination hauled himself onboard with the lifeboat plunging into successive troughs as he did so. A high line was lowered to the diver and over the next fifty minutes 13 men were recovered by “Rescue 194”. Running low on fuel she departed the scene and “Rescue 193” closed to recover the remaining 13 men.This was going steadily until a wave caused the lifeboat to spin wildly tangling the highline and the winch wire in obstructions on the vessel’s roof. The winch operator, immediately recognising the danger, conned the pilot through a tight square thereby clearing the snagging hazard - the lifeboat with fewer people in it was becoming more unstable and unpredictable. The remaining crewmen were then safely recovered and brought back to Culdrose.

Emile Robin Award
For an outstanding rescue by a British vessel

Outstanding professional skill, resourcefulness, determination and stamina ensured the rescue of a fellow yachtsman in challenging conditions.

On 23rd November 2006 in the Southern Ocean during the Velux 5 Oceans Race the keel head of Alex Thomson’s yacht Hugo Boss snapped and the vessel began taking in water. A gale had been blowing for the last three days with waves of over 50 feet and winds gusting to 55 knots with the yacht averaging speeds of 20 knots. When informed of Alex’s plight Mike Golding in his yacht Ecover was 90 miles downwind of Hugo Boss experiencing wind speeds of 42 knots. Responding to Alex Thomson’s request for help, Mike Golding rigged his boat with storm sails and then turned back into sea at 9 knots to close Hugo Boss. An engine fuel supply problem in Ecover required rectifying before Mike could concentrate on preparing the boat for Alex’s recovery. Rendezvousing after dark they decided to wait until daylight before transferring Alex and overnight Ecover matched Hugo Boss’s drift while Mike sorted out his engine and prepared for the rescue: with a water temperature of 5C there was no scope for error.The plan was for Alex to inflate his liferaft on the yacht’s leeward side, send a rocket line across to Ecover and then cast himself off from Hugo Boss. As Mike used his engine to manoeuvre Ecover into position the shear pin between the engine and the drive leg failed.This was quickly repaired and Alex got into the liferaft and let the painter out so that he was 50 feet behind his yacht.The seas were over 15 feet and the wind 25 knots. Alex’s rocket line didn’t work so it would now be necessary for Mike to manoeuvre Ecover into position close enough to throw a line across, and it was at that point that his throttle control and gear lever ceased to function. Meanwhile to give Ecover manoeuvring space Alex had cut his line to Hugo Boss. After four attempts during which Alex’s hand was injured Mike managed to get a line to him, secured the raft and brought Alex safely onboard.

The Lady Swaythling Trophy
For an outstanding feat of seamanship

Outstanding seamanship, local knowledge, sound judgement, nerve, skill and leadership ensured that a badly damaged yacht was able to reach safety.

The Barra Lifeboat, RNLB Edna Windsor, with Coxswain Donald MacLeod in command and a total of five crew onboard, was launched at 0853 on 21 June 2006 to go to the assistance of the 12 metre aluminium racing yacht Vijaya with two crew onboard, which had been broached-to and seriously damaged 15 nautical miles north-west of Barra Head in the Outer Hebrides.The skipper of the yacht had sustained a head injury and water ingress had disabled the electronics. Concerned that without local knowledge the yacht might aim for the Sound of Barra, the shortest route to calmer waters but the most treacherous in the conditions, Coxswain MacLeod decided to take the lifeboat that way in order to be able to intercept the Vijaya if necessary.

Heading north in the lee of Barra the wind was westerly force 8 with a 2 metre swell and visibility of less than 1/2 mile in heavy showers. It was low water. Conditions worsened as the Severn class lifeboat passed up the east side of the island with winds increasing to force 9. Communications were established with the yacht and Coxswain MacLeod warned the skipper not to approach the Sound of Barra but to continue heading south south-east aiming for the southern tip of the island and the Sound of Sandray. As the lifeboat entered the shallow waters of the Sound, Coxswain MacLeod was forced to reduce speed to 5 knots with each 10-11 metre wave breaking over her. He ordered the crew to strap themselves into their seats.At 1000, on entering deeper water to the west of the Sound, Coxswain MacLeod was able to increase speed to 12 knots.The yacht was sighted at 1034. Movement of the lifeboat made the use of a chart impossible and with a poor radar picture in the atrocious conditions Coxswain MacLeod had to use his local knowledge to guide Vijaya to safety.The yacht was making good 6 kts.They shaped course together for the narrow entrance (300 metres) to the Sound of Sandray with its unmarked sand bars, the lifeboat leading the way, the yacht surfing down the swell at up to 17 knots.At 1145, having taken all way off to allow the yacht to keep station the lifeboat was struck by a particularly large cresting wave which broke right over the lifeboat, knocked her over onto her port side and caused her to heel over 100 degrees. Still strapped in none of the crew were injured. Vijaya was subsequently led through the Sound and into sheltered waters.

Honorary Agent Awards

The Lord Lewin Awards
Two Awards are given each year to Honorary Agents for an outstanding contribution to the work of the Society. This year the Awards are presented to:

Graham Dolby - Grimsby - Graham Dolby is a Superintendent with the Fishermen’s Mission who became our Honorary Agent in 2000. At that time there were 86 regular beneficiaries and this number has since increased to 93. In addition to the Society’s work he has a considerable Mission caseload and overall provides support for about 500 people in his area.Although Grimsby is no longer an active fishing port, there are numerous retired fishermen, widows and children who need practical and pastoral help. Thorough, conscientious and sympathetic Graham has an excellent local reputation, knows the circumstances of our beneficiaries well and has done much for them, robustly and tenaciously fighting their corner when necessary. Operating from a small portakabin within the fish docks, Graham spends a great deal of his time visiting people and consistently writes some of the most comprehensive reports that we receive. Besides the regular grants and the rolling programme of reviews there is also a steady flow of applications for one-off grants. His efforts are greatly appreciated by the Grimsby fishing community and thoroughly deserve public recognition.

Mr Philip Woodford - Sandown and Shanklin - Philip Woodford, has acted as Honorary Agent for Sandown, Isle of Wight, since 1960 and after the death of our Agent in Shanklin, he agreed to take on this additional responsibility in 2001. Proudly flying the Society’s flag from a flagpole in his garden above Sandown Pier his main preoccupation over these many years has been the upkeep of the large WWII collecting mines on both Sandown and Shanklin esplanades, which, due to their location and high visibility, are prone to the ravages of the sea and vandalism. Nonetheless through Philip’s many repairs and regular repaintings, these two mines, together contribute around £1,200 per year to our funds and they continue to be two of the Society’s top collecting locations. For many years Mr Woodford acted as an auxiliary coastguard and prior to his retirement ran a shop on Sandown High Street. He is an active member of Bembridge and Gurnard Sailing clubs. After the recent retirement of our Honorary Agent in Cowes, Mr Woodford again agreed to be our point of contact here and is now effectively the Agent for the Isle of Wight. Philip’s 47 years dedicated support for the Society is very much appreciated and thoroughly deserves public recognition.

Commendations

Sergeant Dave Standbridge
Recovery of casualties from the yacht Molly Louise

On 12th August 2006 “Rescue 128”, an RAF Sea King of E Flight 202 Squadron based at RAF Leconfield, was scrambled by the Coastguard to go to the assistance of the yacht Molly Louise on passage from Holland to Hull.Three of the four crew had been lost overboard.Weather conditions were poor with 5 metre high waves, a wind strength of 25 to 40 knots, a cloud base of 300 feet and torrential rain.Arriving on scene “Rescue 128” started a search pattern and immediately sighted two people in the water and one separated and still. The winchman, Sergeant Dave Standbridge was lowered to the single individual.Winching conditions were extremely difficult with a 15 foot swell and strong gusting winds and the winchman was frequently battered and submerged by the waves. Sergeant Standbridge faced enormous difficulty in the water but eventually placed two rescue strops round the casualty who was then winched aboard. He required resuscitation. Sergeant Standbridge was again lowered to the other two who were hypothermic and managed to recover them to the aircraft. The helicopter then proceeded to Hull Royal Infirmary. It was then instructed to return to the Molly Louise to pick up the fourth crew member who had by now been transferred to the Humber lifeboat.This was also a testing evolution due to the violent motion of the lifeboat in the swell but it was successfully executed. Sergeant Standbridge showed fortitude, professional skill, determination and exceptional stamina throughout this lengthy operation.

Dr Christine Bradshaw
Recovery of a casualty from FR8 Venture in the Pentland Firth

On 11th November 2006, FR8 Venture, a 42,000 ton oil tanker was hit by a very large wave on entering the Pentland Firth resulting in severe injuries to three crewmen who needed urgent medical assistance. Shetland Coastguard requested the launch of the Longhope Lifeboat and the Coastguard Rescue Helicopter, callsign Mike Uniform, based at Stornoway. Dr Christine Bradshaw the locum GP on Hoy was asked to assist and joined the lifeboat.Weather conditions were north-westerly gale force 9 with a one metre swell. As the lifeboat cleared Cantick Sound and headed south into the Pentland Firth the wind was gusting to 80 knots with a 5-6 metre sea running. Mike Uniform rendezvoused with the lifeboat at 1400 and Dr Bradshaw was transferred by highline to the helicopter. In the course of this evolution, the inchman and Dr Bradshaw became entangled in the highline which had to be cut away. Mike Uniform then proceeded to F8 Venture and the winchman and Dr Bradshaw were transferred using the highline technique to the tanker’s port quarter, a difficult evolution in the 10 metre sea compounded by turbulence from the vessel’s superstructure. Of the injured crewmen, one had already died, another did not respond to resuscitation but the third man was stabilised by Dr Bradshaw before being immobilised in preparation for the transfer back to the helicopter.The FR8 Venture was turned onto an easterly heading in preparation for the recovery which was effected despite the severe rolling and pitching and a lack of leadership from anyone onboard the tanker. Mike Uniform then departed for Aberdeen Royal Infirmary. Dr Bradshaw’s imperturbability, cool professionalism and nerve were crucial in saving the crewman’s life.