THE TREACHEROUS NORTH SEA

SETTING THE SCENE 

In the 18^th century the industrial revolution created a much increased movement of goods and coal from north to south but transport by horse and cart, with bad roads was difficult, especially in winter when they could be almost impassable.   With the emerging railway still in its infancy, sea was the only real alternative and sail was the only means.

The coastal voyage from the Tyne to the Thames was fraught with danger of shipwreck on a rocky coastline or the dangerous changing sandbanks of the east Anglian coast. Sailing ships were at the mercy of the wind and a bad gale could take them miles off course.   A ship could be blown back to where it started the previous day, or worse strike a sandbank, run ashore, or become disabled, collisions were not uncommon.  Disabled wooden ships would soon break-up with the loss of all the crew, while old ships would be worm eaten and leaky. 

 The coast of Norfolk and Suffolk were almost continuous sandbanks which required knowledgeable navigation. On the landward side of these was a relatively sheltered area called the “roads” where large numbers of ships would seek anchorage during storms or lack of wind. Even so in a bad storm ships could become disabled or drag their anchors and run aground.

Hundreds of ships were lost every year with crews having little hope of rescue without lifeboats to rescue them or lightships or buoys to help them steer clear of danger. Their only hope was that a salvage boat looking for work would put out and save them from where they had lashed themselves to the rigging to put off the inevitable end in the hope of rescue.

Enormous fleets of sailing ships could come through the roads in a day after waiting for a wind or riding out the weather. November 1838 Norwich Mercury reported 1500 to 2000 vessels wind bound in the Yarmouth roads with another 1000 beyond Lowestoft.   Around 3000 eventually passed through continuously for five hours. 

 Elizabeth Simpson.   Early days 6 oarsmen & sail       Six Ranger boatmen part of the Elizabeth Simpson crew                     Elizabeth Simpson under sail

   THE SALVAGE COMPANIES                                 

Boatmen were an extremely hardy, courageous bunch of men who knew and respected the sea but saw very little fear when it came to earning a living from it.   They were a kind of jack of all trades of the sea, prepared to take any opportunity that came their way.   Their main money earner was of course salvage and towards this end were always on watch for ships in distress.   In stormy weather one of their yawls patrolled the sandbanks seeking work.   Perhaps it was a battered, disabled, leaking ship in a dangerous situation, drifting in waters the captain had little knowledge of, with the danger of running aground.   Many ships carried a minimum of crew, insufficient to cope in desperate situations.   The boatman's spokesman would haggle to get the best reward by pointing out  the imminent  dangers and if the captain refused help they would stand off waiting for his situation to deteriorate.   In another situation help could be needed to man the pumps or if the ship was aground jettison cargo and assist her to refloat or perhaps call a tug.   If they found an abandoned ship then they had a real salvage prize. They took lifesaving as a matter of course although it has to be said the act of not helping survivors in a small boat for a very lucrative salvage prize could not always be ignored.  Having said that these men are credited with saving  hundreds of lives before there was any organised lifeboat service.   With all of their work it was a case of first on the scene gained the work so it was highly competitive.   Other activities included taking passengers, provisions or goods to and from ships in the Roads, the lookout having observed signals from them .  Later as the tourist  trade increased trips around the bay helped them through the summer.   “Swiping” (dragging the seabed) for anchors that had been lost from ships when the rope parted or had been cut in an emergency to run before the wind was an activity in quiet times.

A unique opportunity for making a little money came the boatmen's way when a whale found its way into the harbour and couldn't get out again.   always ready to make use of any opportunity the boatmen landed the dead whale, hauled it up the slipway and displayed it around the country until the decomposing carcase was no longer an attraction.

It wasn't until the 1820's that the boatmen began to organise themselves into Companies of about 30 men, with each member having a share.   This enabled them, very often with the help of a mortgage,  to have built large salvage yawls ranging from forty to forty five feet in length with a tonnage of nearly 20 tons, also equipment needed for their work.   At Gorleston there w ere eventually three companies of boatmen, firstly the Rangers and Storm, named after their salvage boats and later  in 1863 the Young Flies.   Uniquely Gorleston salvage companies were termed boatmen because they operated mainly from the harbour, whereas others were beach based.   

                      Storm Company lookout                                                Rangers store and lookout                                                          Young Flies lookout

Left is a very old painting of the Anchor and Hope with the original Ranger Company lookout.    Right the Anchor and Hope with Mrs. Geogina Bensley in the doorway, who took the licence when her husband John died in 1888.  The pub was kept by the Bensley family from 1879 to 1892.  Sitting on the seat is  Sixy Bensley.                                

The Storm Company had their store and lookout at the building later known as the Storm House cafe and now Quay Largo opposite Brush Bend  where their boats were stored near the slipway.  The Rangers store and lookout was originally by the Anchor and Hope pub at the foot of the pier but later moved next to the lighthouse, with the Young Flies next to the William lV when it was in its original position back from the quay.    Above the roof of each store was a wooden shiplap tower with lookout slits for the man on watch to study the area for any ships that appeared to be getting into trouble or flew a signal asking for assistance.   The structure of these lookouts was unique to Gorleston and once again an error of judgement when the last one, the storm company lookout, was needlessly demolished in the early 1980's although the building still remains.  

Disputes over salvage between companies and owners were settled by Admiralty Courts where both sides put their case, the boatman usually represented very ably and sometimes colourfully by one one of their number.   The courts arbitrated and decided on the award, which would take into consideration the risk and time involved also the value of the ship and cargo.   The sum awarded was usually not more than half that valuation.   Usually it was the lawyers who benefited most.

The arrival of steam boats was to foretell the eventual end of the companies salvage heyday.   They weren't at the mercy of nature, they had their own power and could navigate through the sandbanks.   The steam paddle tug was faster to the rescue to refloat a stranded ship, indeed they would often take the lifeboat to the rescue scene.   Steam didn't take over from sail overnight but slowly and surely until by the beginning of the 20th century it was well established.    In fact as early as 1824 a team packet service between London and Great Yarmouth began bringing holidaymakers to the evolving seaside resort.

Boatmen by Pier Hotel, right vicar Forbes Phillips                Boatmen with the Gorleston Whale                                Welcome home  -  A successful launching

RESCUES AND TRAGEDIES

February, 1855 the brig Ann Moore, a collier, grounded on the Corton sands.   With her captain swept overboard the crew climbed into the rigging where they remained through the night praying to be saved.   At first light the Ranger lookout spotted the disabled wreck and their yawl Breeze was launched.   On arrival they found the crew so numb with cold, their arms and legs were ridged and had to be lowered into the lifeboat in that state.   After a three hour journey back the three and half miles to the harbour the men were landed at the Anchor and Hope pub on the pier where the Pier Hotel now stands.  Before the Mariners Refuge was built this was the first point of landing survivors for  treatment by a doctor together with a stiff tot of brandy.  

An angry Norwich Mercury wrote that in the previous year a whole ships crew were lost on the same spot and pointed out the need for a lifeboat to be stationed at Gorleston.   This was echoed by the boatmen, with the result that the Gorleston Lifeboat Association  was formed and provided the Ranger Company with a lifeboat, the ill fated Rescuer, by public subscription.   Followed by the Refuge which was bought from the Storm company, and finally  Elizabeth Simpson to replaced the Refuge in 1889.   In 1858 the Storm Company were provided with the lifeboat Refuge by James Nightingale.   In 1863 the Young Flies Company was formed with their lifeboat Friend of all Nations.   The boatmen were now paid for rescue work but allowed to use the lifeboat for salvage work for a small fee. Very soon there would be the first RNLI lifeboat which was normally manned by the Storm Company but it was not to be used for Salvage work, while the Rangers had charge of the Gorleston  Volunteer Lifeboat Association lifeboats

Capsizing of the Ranger Private lifeboat Rescuer.    A print from the Illustrated London News

Boatmen weren't immune from disaster at sea as seen by a the tragedy that occurred in January 1866 when the Rescuer overturned when leaving harbour with the loss of twelve crewmen.

An even worse tragedy happened the following year when on 3rd December, 1867, during  a severe gale the Rescuer was patrolling the "roads" when from an anchored brig the shout came there was a ships boat about two miles away.  They found the boat near Scroby sands with 23 men who had abandoned their ship the George Kendall when it became obvious they were about to face shipwreck.   The men were taken aboard and the Rescuer made for the harbour but on arrival the steam paddle tug Andrew Woodhouse was making for the same point towing a disabled brig.   Seeing the situation the tug gave way but when the lifeboat came out from her lee she was hit broadside on by the lugger James and Ellen and capsized.   Despite efforts by other boats nineteen of the twenty three men from the George Kendall and six of the lifeboatmen were drowned.

Twenty two years later in November, 1888 another tragedy was to occur when the willing crew of the lifeboat Refuge once more put their own lives at risk to save other seafarers on the steamer Akaba.   The steamer had earlier been refloated off Hammond Knowl by Yarmouth tugs and was now anchored off Winterton with a smashed  rudder and fearful of further disaster.   On arrival the lifeboat had transferred some of her crew to the disabled steamer hoping to get her to a safe anchorage.   Unfortunately while along side a heavy sea lifted the Refuge on to the Akaba's deck, destroying her rudder, then dropped her back into the sea.  

Now unable to assist further the six lifeboatmen  were left on the steamer and leaving the RNLI lifeboat  that was also at the scene standing by, Refuge took a tow back to Gorleston from the paddle tug United Service.   Just off the harbour mouth the lifeboatmen realised it wasn't going to be easy to enter the harbour on the end of a 40 fathom tow line.   When they shouted for the tug to shorten the tow rope a crewman misunderstood and thinking they wanted to enter the harbour under sail cut the tow rope with an axe.   Helpless without her rudder the lifeboat drifted towards the North sand, the crew attempted to get the sail up and steer her with an oar but the boat was now heading stern first for the bank.   A heavy sea washed over the lifeboat, she struck the bank, swung broadside to the sea and turned over.   Coastguard Smith on the beach rescued two men from the surf, Henry Bonney and Robert Woods but the others drowned trapped under the lifeboat not knowing what the outcome of their supreme sacrifice was going to be..   The six lifeboat men left on the Akaba were very fortunate indeed.

Among the onlookers on the pier watching the disaster was Miss Elizabeth Simpson Stone who was so impressed by the bravery of these men who went to sea in all weather conditions that she vowed to have a new lifeboat built for the Gorleston boatmen.

             Elizabeth Simpson  with boatmen at the launching                              In her role as a pleasure boat                                           Awaiting restoration 

THE ELIZABETH SIMPSON      

True to her vow the new Volunteer lifeboat "Elizabeth Simpson" was launched from Beeching's yard, the builders, on 23rd. October, 1889. with great ceremony and was to prove her worth over the next fifty years with many great rescues to her credit.

The twentieth  century was to eventually see the end of salvage companies and the private lifeboats they manned.   There was a lack of opportunities for companies to earn money in their traditional ways.    The days of the sailing and rowing lifeboats and sailing ships with the work they provided for the boatmen were fast passing.      This was now the age of steam.   Continuous money problems for the companies allowed little launching money because the Ranger Company funds were so depleted  in the early days of the century that the launching fee regardless of how many hours they were at sea was only 40p, with not much chance of salvage money.  The RNLI paid between 50p and £1.50 depending on the time and conditions.   Some relief came in 1902 when a donation of £2000 was given to the Volunteer Lifeboat Association to allow launching fees to match the RNLI.

In 1926 it was necessary for the Elizabeth Simpson to be motorised if she was to carry on as a lifeboat.    Twin 30 hp petrol/paraffin engines were installed together with all the required changes leaving funds desperately short again.    During summer the Ranger men for some years had converted the Elizabeth Simpson  to carry passengers for trips to sea using the slogan "Help us in summer to save drowning men in winter" which caused some to believe she was no longer an active lifeboat because she wouldn't be available for service in those months. 

 In 1937 all the non Ranger members of the committee resigned.   A new Chairman, Harry Woods and Secretary Stephen Daniels were adopted who stopped the summer trips, instead the lifeboat was open to visitors in her shed with a rota of men to show visitors around.   The shed collections were more than the lasts year's net profits from passengers.    This was followed by the resignation of the Cox, 2nd Cox and mechanic through disagreements which included allowing non Ranger men to make up the crew.   The committee having support of other members the positions were filled, also a signalman was trained in Morse code and semaphore.   Emergency rations were carried and first aid equipment.    Regular training launches were made and a number of keen young men came to the lifeboat to help carry out maintenance voluntarily.

Sunday 14th February, 1938 was to be the last lifesaving launch of the Elizabeth Simpson.    Worsening weather through the day with eventually a strong north east wind bringing sleet and snow made for terrible conditions.    A callout was almost inevitable and  when the call came it was a tanker, SS Tartary reported to be in trouble on the outside of Haisboro' Sands.   Caister and Cromer boats were unable to launch from the beach and the Gorleston RNLI lifeboat decided against launching.  

                          Holiday maker cruise                                                   Coming over bar under sail                                                     Back from a call out

The Elizabeth Simpson was launched with a mixed crew of rangers and  RNLI men in a biting wind and flood tide which took them two hours to get as far as the cockle lightship anchored to the south of the Haisboro' sands.    The exact position of the casualty wasn't known so it was the question of going inside or outside the sandbank until a red rocket was spotted in the north west and the lifeboat headed in that direction.   Snow. sleet,  rolling waves, wind and spray chilled the boatmen in the open lifeboat  as they made their way towards where the rocket had been seen until the Tartary became visible between squalls.   She was drifting helplessly just outside the surf line as the cox manoeuvred the lifeboat to the lee of the Tartary so the crew could jump into the lifeboat but the sea was so rough that the Elizabeth Simpson was dashed against the metal hull and had to go hard astern without anyone being able get off.   Coming in again scraping along the metal hull four men jumped and were dragged to safety.   A final run and the last three men were safely aboard the lifeboat... full astern and they were in deeper water and headed for home  making good headway downwind with a flood tide for Gorleston harbour.  Within minutes of the daring rescue the Tartary blew up and disappeared.   

This rescue was the last to be made by the Elizabeth Simpson before going into retirement on a high with a daring rescue in challenging conditions for boat and crew.    Her proud record is that in fifty years of service she had saved well over 400 lives in over 120 launchings and never lost one of her crew

In 1946 the last of the Gorleston Salvage Company (formerly The Rangers) met to wind up their company.   Harry "Dollar" Leggett who had been secretary since 1921, and a former enthusiastic crewman committed to the Company who had been involved in the pulling and sailing days right through to these later days where he continued as a  boatman taking visitors for trips from the beach and also "overing" or ferrying people from Brush Quay to the spending beach on the other side.  Many of the younger Rangers now became part of the RNLI boat's crew.  

It was a sad day for the former Ranger men when on 12th May 1948 they were assembled at the auction by A. V.George and saw the Elizabeth Simpson go under the hammer for just £90.   The shed made £400.   It was the end of another chapter in our history as a seafaring port when the age of the boatmen and volunteer lifeboats finished on that day.  Nearly 50 years before the trawling industry had come to an end and in about 20 years time we would see the herring fishing and the hundreds of drifter that once crowded our harbour become just a memory.

 I remember one  day as a youth I canoed across the river to the spending beach to pass away an hour sunbathing.    The tide started to ebb as I lay enjoying the warm sun when Dollar Leggett who had been waiting for passengers called out  to me "You better be getting back boy".   The trip back was a bit of a nightmare when with a fast ebbing tide I made my way upstream hugging the quayside choosing a point to begin the crossing.    When I started to cross I realised just how fast the tide was, almost a matter of two feet forward one down river and worse still around the middle of the river my double ended paddle broke in two which made the journey even more difficult.    I eventually landed at the slipway opposite Pier Walk having been swept quite a way downstream.   I could well have been the old salt's last rescue!

The Elizabeth Simpson was the last of the Volunteer lifeboats manned by the Gorleston boatmen but the future was bright for these same men and those that followed the Gorleston tradition when they crewed a series of new and greatly improving RNLI lifeboats based close by The Elizabeth Simpson's  boathouse which still stands on Riverside Road.    The latest Gorleston RNLI lifeboat, "Samarbeta" is a technilogical masterpiece - a far cry from the "Elizabeth Simpson" which started her life with six oarsmen  and a sail.

For more about the Elizabeth Simpson see the excellent "Elizabeth Simpson" written by ex lifeboatman Stephen Daniels.   At under £3 it's a snip.           Also"Saved From The Sea" by Robert Malster and The "Beachmen" by David Higgins

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THE ROYAL NATIONAL LIFEBOAT INSTITUTION STATION AT GORLESTON

The  Gorleston boatmen asked the RNLI to station a surf lifeboat at Gorleston after the tragic accident to the Rescuer which capsized  in January, 1866 at the harbour's mouth.   In February the RNLI Inspector of Lifeboats came to Gorleston to look at the possibility of such a move and recommended the establishment of a boathouse to the west of the Anchor and Hope public house.   The lifeboat which arrived in July, 1866 was a 33feet, 10 oared, self righting surf boat , launched from the beach, complete with launching carriage at a total cost of £405.7s.4d.   The boathouse was built by J.J. Isaac for £244.3.0d.    The lifeboat was funded by the people of Leicester and named after that town.

The Gorleston men weren't happy with their narrow beam lifeboat so three years later she was replaced by a more beamy, non self righting surf boat, also given the name "Leicester".   It wasn't many days later that she saved the four man crew of the schooner "Saucy Jack" which had run aground in rough seas.   In less than a month she was taken along  Gorleston beach and launched through heavy breakers close to the casualty, saving nine crew plus the skippers wife and two children.   The crew in those early days made up of members of the Storm Company together with their new boat had proved themselves.

In 1879 there was sea encroachment to what is now known as the little beach so groynes were built to prevent more erosion which also prevented the access of the launching carriage.   A few months later structural problems were found at the original boat shed so in 1881 it was decided to build a new one on the south side of the river at its present site.

In 1883  the Great Yarmouth number 1 station was closed and the "Mark Lane" transferred to Gorleston where it would become the number 1 lifeboat with Edward "Laddie" Woods" as cox'n.    A new boat shed was built next to previous 1881 shed   The Leicester became the number 2 lifeboat under cox'n Willam Todd.

William Flemming Cox'n of the Kentwell and other crew members                      Sidney Harris cox'n of steam lifeboat James Stevens & the Mark Lane & Mark Lane

In 1889 The Mark Lane was replaced by a new boat given the same name.

In 1892 a new number 3 station was opened on Gorleston beach with a corrugated iron boat shed built on piles for the "Thora Zelma" whose cox'n was Sidney "Sparks" Harris.

In 1892 The "new" Mark Lane was  was put into reserve and replaced by  the Lowestoft boat "The Stock Exachange"  becoming the new number 1 lifeboat taking the new name of "Mark Lane".

1894 a new boat was built for the number 2 station to be named after her predecessor "Leicester"

In June 1896 the RNLI bought an adjacent building to their own boathouses from the Ranger company.   The boat shed was used for storing the "Mark Lane" which was used as a reserve when replaced in 1892

In 1897 an early steam lifeboat built in 1894 as a 53 foot steel hulled boat weighing 30 tons, powered by a 200hp compound steam engine. which drove two water turbines drawing in  water in the hull and forcing it out through moveable nozzles was transferred to Gorleston from its station at Harwich on a six month trial.   She was called "The City of Glasgow" and became the number 4 boat.    She was returned 3 months later.

In 1903 another steam lifeboat the "James Stevens No. 3" built in 1898 was sent to Gorleston from Grimsby.   She was 56'6" in length and  kept in the river.   Thomas Morley was the cox'n   In May Sidney Harris also took over as cox'n of the steam lifeboat.   She was a number 4 station lifeboat.

 In 1903 Sidney Harris took over as cox'n. of the number 1 boat "Mark Lane" with Charles Palmer taking over the number 3 boat "Thora Zelma".

In 1904 the number 3 station closed.   The "Thora Zelma" transferred to reserve and condemned in 1913.  The corrugated boathouse was sold and used by a garage in Drudge Road.  Lives saved 1.

                       Coxswain "Laddie" Woods                         The Mariners Refuge where rescued men were taken                        Coxswain  Sidney "Sparks" Harris

1908 number 4 station closed and the "James Stevens N o. 3"  transferred to Angle.   Lives saved 30

1916    The wreck of the schooner Dart  - See Gorleston Heroes for the article by Arthur Bensley

In 1919  Great Yarmouth lifeboat station was closed after 215 launches and 471 lives saved.

1922 the former Lowestoft pulling and sailing lifeboat "Kentwell" was transferred to Gorleston with William Flemming appointed Cox'n.

November 1922 saw possibly the largest operation involving both Gorleston and Lowestoft lifeboats.   During a severe north easterly gale with exceptionally ferocious seas  the SS Hopelyn ran aground on Scroby sands.   9.45pm flares were spotted at Caister but their lifeboat couldn't be  launched off the beach.   11pm the Kentwell was launched and towed to the casualty by the tug George Jewson.   On arrival they found the steamer was starting to break up with heavy seas dashing over her.  They stood by until 7am but with no sign of life returned to Gorleston.

10am the next morning Caister coastguard reported a flag being waved on the remains of the Hopelyn.   10.15am Kentwell was again towed out and dropped anchor in shallow water about 50 yards from the wreck.   3pm the tide turned and rowing the lifeboat to the casualty a rope was thrown down but a huge wave smashed into the lifeboat  snapping the rope and breaking the mizzen outrigger away   Another wave smashed the Kentwell against the side of the broken ship forcing the lifeboat to pull away.   Another attempt was made but the tide having turned they had to abandon the rescue and arrived back at Gorleston at 6.10pm.

Earlier at 3.30pm the Lowestoft lifeboat "Agnes Cross" was launched and met "Kentwell" on her way back.   The Gorleston cox'n, William Flemming  transferred to the  "Agnes Cross".    Arriving at the wreck in total darkness with monsterous sea conditions it was decided to return to Gorleston

        John and Mary Meiklam of Gladswood                                      Steam lifeboat James Stevens                                  Louise Stevens coxswain Paul Williment

4.30am the Lowestoft boat put to sea again.  The Gorleston boat being unfit due to damage sustained the previous day, six of the Kentwell crew and the cox'n joined the crew of the motor lifeboat "Agnes Cross".   On arrival, the Hopelyn was a total wreck with only her funnel and bridge visible.   The lifeboat anchored astern and veered down towards her, when suddenly a huge wave picked the lifeboat up and flung her almost onto the after deck of the steamer but as she came alongside, the 24 men of the crew slid down ropes or jumped in the lifeboat.   In less than one minute the lifeboat was pulling away to return to harbour.

An amazing rescue taking tremendous courage and seamanship.    Both coxswains were awarded Gold medals, the motor mechanic and the RNLI inspector who had taken part in the rescue received silver medals.     The  eight Lowestoft crewmen received bronze medals as did the fourteen crewmen of the Kentwell who had gone out twice and six men of the Leicester who had gone out in the "Agnes Cross".   The crew of the tug George Jewson received the RNLI's thanks on vellum for their considerable help.

1923   The Leicester was withdrawn from service from number 2 station.

1924 The James Finlayson was transferred to Lossiemouth and   number 2 station was closed having saved 205 lives.  

1924  A new motor lifeboat was transferred from Cromer to Gorleston to be later named the "John and Mary Meiklam of Gladswood".   She still remains at Gorleston as part of the display in the lifeboat shed.   It was announced at her naming ceremony the Gorleston station would be renamed "The Great Yarmouth and Gorleston Lifeboat station"

1934   William Flemming retired after 48 years service.   Charles Johnson was the new coxswain.

1939   A new lifeboat the "Louise Stevens" arrived at Gorleston.     Costing £9351 she was 46'x12'9",driven by two 40bhp "Ferrry" VE4 diesel engines giving a top speed of 8.5 knots.    She was a non self righter specially built for Gorleston with a more shallow draught for work on the sandbanks.    She was also equipped with wireless and a searchlight.   The station now had just one active lifeboat.

       Barham, Khami and high speed inflatable               Gorleston RNLI station boat sheds built 1881 & 1883               Barham in exercise with rescue helicopter

1940   In May the Louise Stevens together with other lifeboats took part in the evacuation of Dunkirk, their crews being made up of service personnel.

The war had been a busy period for the lifeboat service, and even more so on the East coast, with the Gt. Yarmouth and Gorleston lifeboat being launched 68 times with 107 lives saved.

1963   The first IRB (Inflatable Rescue boat) was stationed at Gorleston.   These lifeboats were 15'6" in length with a 40hp outboard  engine capable of over 20 knots.     Their purpose was fast inshore rescue involving small boats and bathers.   This was the first of several such craft whose work has proved invaluable.

Sea Horse 2 inshore rescue boat on practice launch in 2005

1966   Percy Beavers became the new cox'n of the offshore lifeboat.

1967  A new lifeboat "Khami" was brought into service.   A new type of high speed lifeboat which because of her hull design needed to be kept in a pen adjacent to the lifeboat sheds.   She was 44'10"x12'8" with a steel  hull and lightweight aluminium superstructure.   Khami was self righting , driven by two 215hp "Cummins" diesel engines with a top speed of 15 knots.   She was equipped with the latest navigation aids including radar.   Her coxswain/mechanic was Jack Bryan .   The "Louise Stevens" was transferred to Eyemouth.

1976    Richard Hawkins was appointed coxswain/mechanic.

1980   A new lifeboat to be named "Barham" was brought into service.    Costing £260,000 she was driven by two 250hp "Caterpillar" D3208T diesel engines with a top speed of 16 knots.

1984   On September 2nd,  over a hundred lifeboat men and one woman, Kim Edwards received the Freedom of the Borough of Great Yarmouth.   They came from the three RNLI stations in the Borough.

1996   The present lifeboat "Samarbeta" arrived on station.   A 14m Trent class self righter, the hull moulded in FRC (fibre reinforced composite), driven by two 800hp "Man" diesel engines capable of 25 knots.   The cost was £1,025,000.   The word Samarbeta  is Swedish for "working together".   David Mason is the new cox'n, Richard Hawkins having retired on medical grounds.    Since the Gorleston station was opened in 1866 conventional lifeboats have answered 1,628 calls and saved 1,502 lives.   The high speed inshore lifeboats have been launched 985 times with 162 lives saved.   The traditions of Gorleston lifeboatmen continue from generation to generation

With the exception of the Hopelyn rescue I have concentrated on the history of events rather than actual rescues because the RNLI have an excellent book priced at just £3 which tells the story of the bravery of these dedicated men who have saved so many lives over the years.   It is available from the lifeboat shop and display at the lifeboat station.        There is also a record of Gorleston lifesaving exploits on  CD available from the shop.   You will find a  link on this website to the Great Yarmouth and Gorleston Lifeboat website.

   THE OFTEN FORGOTTEN TUG MEN WHO ASSISTED WITH RESCUES IN TERRIBLE CONDITIONS

Tugs  which are the workhorses of the sea require enormous pulling power and evolved with the invention of the steam engine early in the 19th century.   The first method of propulsion was the paddle wheel which also assisted stability but the vessel would pitch quite considerably in heavy seas.     It was some years before they were screw driven.

Very often in the early days the lifeboats they were towed to the disaster by tug because of the speed they could get to the scene and of course their pulling power to free the vessel from the sands may be required.    Sometimes more than one tug would be required when they worked together to free a ship from the grip of the sands.

Lifeboats also worked in conjunction with tugs because they were able to manoeuvre right up to the distressed ship and put men aboard to assist an exhausted crew to pump out water or jettison cargo prior to the tug pulling the boat off the sands and towing it into the harbour.

Like the Elizabeth Simpson tugs would very often take visitors on trips during the summer when there was less work for them.

     Tug "Pilot" bringing in a barque.   Storm Company's boats in foreground.                                               Tug "Tom Perry" with smack in tow.

 A SAFE PASSAGE WITH THE PILOTS

The pilot of today

The role of the pilot goes goes almost as far back as the history of the maritime trade itself.   They were experienced mariners with a complete knowledge of the area they worked, who could take a ship through dangerous waters with moving sands, sunken wrecks and dangerous currents to give safe passage, be it at sea or in rivers and harbours.    At one time our harbour was so full of moving sands that a pilot was required to navigate ships upstream to Yarmouth quay and the moving sandbanks off the coast spelt disaster for many, many masters and their ships who shunned the use of a pilot.    Sometimes a pilot would be required to take a ship as far as the Thames.

In far distant times the trade carried severe penalties when if a ship was lost while in his care it would mean a lost head - literally.   In fact in 13th century England he could be hanged for this crime.

To prevent unskilled pilots operating Trinity House was given the task of regulating the trade by licensing.   Annually the men who were self employed were tested for their knowledge of the waters they operated in, their general health and eyesight if they were to remain a "Trinity Pilot".   Unofficial pilots were fined.

Taking pilots to and from ships was part of the work boatmen did to earn their living.     Today the pilots based at Gorleston are employed by the port.

THE COASTGUARD AND VOLUNTEER ROCKET BRIGADES

H.M. Coastguard has gone through many changes both politically and in its mandate in the last two hundred years.   Originally the main purpose was to control and stop smuggling which was denying the treasury enormous amounts of revenue, hence the force were known as  Revenue Men.   Oft times there were  bloody battles between them and the smugglers with no quarter given or taken.   In the late 18th century it was reckoned that two thirds of the brandy drunk in our country was smuggled.  

Today the responsibility is maritime search and rescue.   A highly organised operation which co-ordinates rescue both by sea and air backed by high tech. communications.

         The end of the Maggie Williams in 1902                     Gorleston Volunteer Lifesavers with the Mortar                 The White Swan next morning at low tide

 In 1809 the Preventive Waterguard was established with the prime responsibility for controlling smuggling but also responsible for giving assistance to wrecked ships.   Each station was provided with a mortar appliance invented by Gorleston man Captain Manby whose house on High Road is now a listed building.   The mortar fired a light line to the ship in distress - no easy task when having a gale to contend with.   Once the line was received by the ship the crew used it to pull a heavy rope to fix to a suitable part of the ship and a "cot" (breeches buoy) was attached to allow the men, one by one to, be pulled to the shore.     If a ship was out of range the mortar could be transported closer by boat.   The first rescue by this method was in 1808.    

Statistics from the Board of Trades showed that in 1850, 692 vessels were wrecked, 1851 it was 701 and 1852 1115 wrecked with the loss of 900 lives.   In October 1859 during one gale 248 ships were wrecked with the loss of 686  lives.   This situation showed the need for better cover round our coast. 

 The Manby apparatus had proved to be an invaluable aid but at times the Coastguard had difficulty in getting sufficient men to use it efficiently.   The answer was to encourage the formation of Volunteer Life Saving Brigades trained by the Coastguard which would give that greater coverage.   The first was formed at Tynemouth in 1864 and by the end of the 19th century there were more than 400 such companies.   Between 1856 and 1909 17,446 lives were saved by this method from the shore.  It was usual for coastguards to man the Mortar as can be seen in the photograph of the Gorleston volunteer lifesavers.   Their equipment was housed in the "Rocket House" formerly next to Gorleston Pavilion.

The success of this decision was proved by the following statistics:  1856 to 1909:  17,446 lives were saved by rocket apparatus and ropes from the beach.   There were also 19,706 saved by boat:  RNLI lifeboats, volunteer lifeboats, tugs, and other ships and individuals.   By 1988 after a greatly significant fall in onshore boat wrecks the Volunteer Life saving Brigades were disbanded after an illustrious 124 years of service and reformed as Coastguard Auxillaries.

Coastguards often served as crewmen on RNLI lifeboats as well as independently in rescues from the shore as when Coastguard Smith rescued two of the boatmen from the stricken volunteer lifeboat "Refuge" in 1888. 

In 1902 Captain Tyrell of the three masted schooner "Maggie Williams" tried to enter the harbour under full sail to escape a storm, the ship failed to answer to the helm, missed the entrance and sailed into the ham amidst huge waves, battered into the pier and eventually sinking by the breakwater.

The crew were rescued by the Coastguard with the exception of the master who refused to abandon the schooner.   One of the rescuers got aboard and found him in his cabin sitting on his bunk awaiting the inevitable.   The ship was owned by the family and uninsured as was the cargo, he had failed them and was prepared to go down with his ship.   Eventually he was persuaded to leave by the coastguard.

White Swan

TRINITY HOUSE LIGHT VESSELS

Lightships and gun to alert rescuers

STILL MORE TO COME

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