Alan Tarby, the Coxswain of the Padstow lifeboat, is to be awarded the Thanks of the Institution on Vellum following two dramatic yacht rescues in June this year. Two crew volunteers, Luke Chown and Christopher Murphy will receive framed letters of thanks from the Chairman of the RNLI for their part in the incidents.

Both rescues happened on the same day, 25 June 2007, when weather and sea conditions off Padstow were extreme. The Tamar class lifeboat was launched to assist the 40 foot yacht, Cawesande that was taking on water and unable to sail because her foresail had blown out. In heavy, rolling seas Coxswain Tarby transferred two of his volunteer crew to the yacht to evacuate the couple onboard. However, after the lifeboat had come alongside a total of fifteen times, it became clear the skipper and his wife, who were in their sixties, would not leave the boat. Eventually all four were airlifted by rescue helicopter and the yacht was towed to safety.

As the first yacht was being taken to Padstow, a second yacht was seen, anchored in a dangerous position off Stepper Point. The 30 foot sloop, Fly, had fouled her anchor and was in a treacherous position, made worse by the falling tide, gale force winds and rough sea conditions. The yachtsman was persuaded to abandon his vessel, but during the lifeboats approach, the lively motion of the yacht led it to impact with the lifeboat. The force of the impact caused the yachtsman to fall overboard and though he remained secured by his safety harness, it took several minutes to recover him. It was too rough to cross the infamous Doom Bar so the rescue helicopter returned to airlift him to shore.

Tom Mansell, RNLI Deputy Divisional Inspector, says Alan Tarby and his volunteer crew ensured the 11 hours spent at sea were used to best effect in rescuing all three people:

‘This was a long, dangerous and difficult service in which Coxswain Alan Tarby displayed first class seamanship, decision making, determination and courage. He was well supported by the excellent teamwork of his volunteer crew, two of whom, Chris Murphy and Luke Chown, transferred to the first yacht. These two showed considerable courage in undertaking this task willingly in such dangerous conditions.’

RNLI Mechanic Michael England and volunteer crew members, Neil Simpson, Steven Nicholas, Ian Kitto, David Flide and Thomas Norfolk will each receive an individual letter of appreciation signed by the Chief Executive of the charity, Andrew Freemantle.

Full rescue scenario - Royal National Lifeboat Institution
Padstow lifeboat station – 25 June 2007
One craft and one life saved

 At 11.08am on 25 June 2007, Falmouth Coastguard requested the launch of the Padstow all weather lifeboat to go to the aid of a yacht reported to be in difficulties four miles north of Trevose Head.  

 The wind was north westerly, force 8-9 but had been increasing all day.   Michael England, Padstow Station Mechanic telephoned Falmouth Coastguard and was told that the yacht was 40ft long with two people on board.  They had a blown out fore sail, were taking on water and unable to sail. He informed Falmouth that they were waiting for crew and would be launching in about ten minutes.  The Coastguard said that the yacht might not have ten minutes.  The lifeboat and slipway were made ready for an immediate launch.

 At 11.20am, Spirit of Padstow, a Tamar class lifeboat, launched on service.  On board were; Coxswain Alan Tarby, Mechanic Michael England, Second Mechanic Chris Murphy, and Crew Members Neil Simpson, Steve Nicholas, Luke Chown, Ian Kitto, David Flide and Tom Norfolk. 

 On rounding Trevose Head, the lifeboat met the full force of the weather.  Best speed was made towards the casualty averaging 15 knots over the ground as they travelled the four miles to the yacht. The waves were estimated to be 3 – 4 metres high many of them breaking, with a heavy 10metre ground swell running from the west.  

At 11.42am, the lifeboat arrived at the casualty which was lying towards the west with the wind approximately 45° off her starboard bow. No sails were set and she was rolling heavily. The yacht’s crew were both in the cockpit. The female crew was wearing a lifejacket and the male skipper had what appeared to be a floatation jacket on. They said that they had water just above the cabin sole and that the pump had stopped working. They were not injured or unwell but they could not sail due to the shredded jib. 

 Coxswain Alan Tarby decided that he would place two crewmen on board the yacht and take off her crew prior to attempting to save the boat.  The tow back to Padstow would be difficult.  The tide was still flooding but there would be breaking seas across Doom Bar.  The lifeboat crew were briefed and Crew Members Luke Chown and Chris Murphy volunteered to transfer to the yacht.

 Coxswain Alan Tarby manoeuvred the lifeboat alongside the casualty yacht and Crewman Chris Murphy transferred. The lifeboat then backed away. The manoeuvre was repeated and on the second attempt crewman Luke Chown jumped aboard. 

 As Coxswain Tarby held the lifeboat off the yacht, the two RNLI volunteers assessed the yacht’s crew and explained the process of transferring to the lifeboat. They asked the skipper if he was wearing a lifejacket and he stated that his coat was a floatation device.  Both of the yacht’s crew were in their sixties and looked quite tired, so it was decided best to attempt the transfer from the cockpit.

 The crew positioned themselves along the starboard deck of the lifeboat and when the yacht crew signalled that they were ready, Alan Tarby brought the lifeboat back alongside, placing the starboard shoulder as close to the yacht’s cockpit as he dared.  The yacht was rolling heavily and the unpredictable breaking waves made this manoeuvre extremely difficult.  On many occasions the lifeboat was placed right alongside and a transfer would have been possible but the yacht crew were reticent to step across. After approximately 15 approaches the yacht skipper said no and waved the lifeboat off.

 Coxswain Tarby decided that it would be possible to tow the casualty over the bar but not with anyone on board as there was a severe risk of the yacht broaching in the conditions.  He felt that the best option would be to lift the casualties off by air and at 12.13pm Falmouth Coastguard were informed of the situation and asked for a helicopter. 

 During this time Luke Chown realised that he had hurt the index finger of his left hand, and that it was either broken or dislocated.  He was not sure how it happened but he was in considerable pain and realised that the only assistance he could give fellow crewman Chris Murphy would be radio communications with the lifeboat. The lifeboat was informed of the situation.

Coxswain Tarby decided to attach a tow to the yacht, she was drifting to leeward at approximately 3 knots and was now only 2.5 miles from the lee shore of Trevose Head. 

 The rescue helicopter from RNAS Culdrose arrived on scene at 12.45am. Coxswain Tarby realised that it would be easier for ‘Rescue 193’ to lift all four on the yacht rather than attempt to go back alongside to pick up his crew. 

 The 10metre swell made the lifts very difficult.  One hi-line was cut by the helicopter crew because it became snagged on the yachts self steering gear and having been lifted from the yacht, crewman Chown was dunked in the sea before finally getting into the helicopter. 

 The lifeboat altered course for Padstow with the yacht in tow.  The casualty yacht towed very well due to her traditional design and long keel.

 The lifeboat arrived at the Doom Bar at 2.20pm, right on high water.  Waves were breaking regularly right across the bar and on many occasions the yachts hull was not visible behind a breaking wave.  However the lifeboat crew spotted a yacht anchored approximately 2 cables south of Stepper Point in a shallow area where local fishermen keep their store pots. They commented to themselves that it was a poor choice of anchorage with the wind now more in the North and with the tide about to be ebbing that area was going to become rough.  It was decided to check on the anchored yacht on their return.

 Alan Tarby was then asked to check on the yacht anchored south of Stepper Point. The lifeboat proceeded at best speed.

 All crew were now down below and strapped in, as with the tide now ebbing, Coxswain Tarby knew that the bar would be treacherous. At approximately 3.00pm the lifeboat crossed the bar, which was a mass of breaking dumping waves. Coxswain Tarby knew it would be far too dangerous to tow a boat across in these conditions and the only option if the yacht was in trouble would be to take the yachtsman off and leave the boat.

 At 3.15pm the lifeboat approached yacht ‘Fly’, a modern 30ft sloop, which was facing northwest with the tide running slightly against the wind. The wind was still north gale force 8 and 1.5 metre waves were breaking about 10metres in front of the yacht. The situation was rapidly worsening, as the tide dropped the force of the ebb increased and it was starting to slew the yacht making her motion unpredictable.

 Secured by their safety harnesses, Crewmen Neil Simpson and Steven Nicholas made their way to the fore deck of the lifeboat to talk to the skipper. The yacht’s anchor was fouled and the skipper did not feel that his engine was powerful enough to work the yacht clear of the shore.

 Although the boats were rolling, a transfer at this time seemed easy.  Neil Simpson suggested to the yachtsman that he leave his boat and come off in the lifeboat.  The yachtsman readily agreed with this but for some reason went back to the cockpit, possibly to retrieve his camera.

 During this delay the lifeboat was blown away from the yacht and Alan Tarby had to back away and re-position the lifeboat. She was in approximately 2.5 metres of water; surrounded by a lot of broken water and he found it very difficult to manoeuvre in the shallow confined space.  The lifeboat’s motion rendered the bow thrusters ineffective and the force of the wind was making it very difficult to bring the bow round to the weather.

 At 3.40pm the yachtsman had made his way back to the yacht’s port rigging.  He was wearing a lifejacket and safety harness, which was attached to the yacht’s jackstay. The lifeboat started to turn into the wind and it appeared that she would go alongside nicely.

 As the manoeuvre was half completed a wave broke against the starboard side of the yacht pushing it down towards the lifeboat.  Alan  Tarby applied astern power but the delayed reaction of the controls meant that the engines were still going ahead as the two boats collided, the lifeboats stem hitting the yacht’s port amidships. The combined result of the roll of the yacht and the sudden impact from the lifeboat caused the yachtsman to loose his footing and fall overboard.

 Alan Tarby immediately backed away and Steven Nicholas threw a rescue line to the yachtsman who was still attached to his yacht by his safety line. He passed the line through the ‘D’ ring on his lifejacket and attempted to tie a bowline to himself. However the motion of the yacht was forcing him under the water and the lifeboat crew were very concerned for his safety. The yachtsman managed to tie a bowline onto himself and the lifeboat crew threaded the ‘Perry Buoy’ onto the rescue line and sent it down to the yachtsman to give him more support.

 After approximately two minutes the yachtsman managed to undo his safety harness and was hauled to the lifeboat’s starboard well deck where Crewmen Neil Simpson and Steven Nicholas hauled him onboard. Alan Tarby took the lifeboat to deeper water while the yachtsman’s condition was assessed.  After a couple of minutes the yachtsman said he was unhurt but shaken so crewmen Ian Kitto and Steven Nicholas assisted him back to the wheelhouse where he was wrapped in a thermal blanket and given oxygen therapy.

It was by now too rough to attempt to cross the bar so at 4.00pm  Falmouth Coastguard were contacted and asked for helicopter assistance to transfer the yachtsman. 

 At 4.30pm the yachtsman was lifted from the lifeboat and taken to The Royal Cornwall Hospital, Treliske.

 At 4.52pm just as the lifeboat reached her mooring, Falmouth Coastguard called to say there had been reports of a yacht going aground inside the estuary, at Daymer Bay. 

 At 5.05pm the crew of the lifeboat could see the yacht high and dry and confirmed to the Coastguard that it was the yacht ‘Fly’ and there was nothing they could do. They headed back towards the boathouse picking the mooring up at 5.20pm.

 At 7.05pm the wind was still northerly but had eased to force 7 and the tide had started to flood.  The seas around the mooring were very bad and the motion of the lifeboat was very uncomfortable.  It was decided to slip the mooring and head for deeper water and stand off until there was enough water on the bar to allow passage to Padstow or the wind to ease enough so that a slipway recovery could be attempted.

 At 8.30pm Coxswain Tarby called the boathouse to ask what the conditions were like on the slipway. Two of his crew were suffering from the effects of seasickness and all of the crew were tired after what had been a stressful day. Second Coxswain Richard Pitman was at the boathouse and said that it was marginal. At this point Alan Tarby thought it would be prudent to wait for the tide and go to the mooring in Padstow.

 At 9.30pm the tide had been flooding for 1.5 hours and the wind had eased to force 7. Alan Tarby crossed the bar and headed for the fuel berth in Padstow.  .

 At 11.35pm both engines were stopped, after 11 hours and fifteen minutes running.