NSRI Sea Rescue Summer 2015 by The Publishing Partnership

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CREW STORIES water. He’d wanted to swim the whole length.’ Brian Rogers, 51, was off next. Swimming steadily, he made the distance and climbed out of the pool. Starting to dry himself off, Brian chatted to Ivan’s wife, Elize, before turning back to look at the pool.

The other crew members were reacting fast. As Brian got Richard to the surface, Ivan was there to pull him out. Ryan went straight for the pulse in his neck. Nothing. Then the pulse at his wrist. Also nothing. Ivan had kicked off and was stroking powerfully under water. Brian also watched Richard, who was on his second attempt, in the third lane, one lane away from the others. Ivan completed his swim and he, too, climbed out of the pool. As Brian started to walk towards Richard, he noticed that Richard had reached the end of the pool but had not surfaced. As so often happens when something seems out of place but not obvious, Brian remembers playing back what he saw. ‘Richard was there, but I had not seen the water swirl as he turned,’ he explains. ‘He wasn’t moving.’ Brian, senses now fully alert, moved towards the end of Lane 3. ‘Guys…’ he called. Hearing the tone of Brian’s voice, Ivan started running towards him. ‘Guys! I need help. Now.’ Brian had realised that Richard was in big trouble. He was at the bottom of the pool and clearly not moving. In a few strides Brian was there. In the water, duck-diving, he grabbed his buddy, battling to pull his limp body to the surface. ‘It’s not like when you do these things during an exercise,’ Brian says. ‘He was

Looking at Richard’s face between rescue breaths, through gritted teeth, Ivan said, ‘Breathe, you bastard. Breathe.’ All swimming in the pool had stopped. A wide circle had formed around the men who were desperately trying to resuscitate their friend. Dave Houreld, the fourth crew member, was there, next to his buddies, waiting to be called in to take over the chest compressions. ‘It was Richard’s first day on our crew,’ Dave says. ‘We would not stop. We were going to get him back.’ ‘I kept checking for a pulse,’ Ryan says. ‘But there was nothing except when the guys compressed. I could feel that strongly.’ ‘I was praying in my head. This is one of our guys. It passed through my mind: how would we tell his mother?’ Brian went back onto the rescue breaths and Dave took over the compressions next. Tilting Richard’s head back, Brian gave one big breath. Suddenly Richard gasped and started convulsing. ‘It was total relief when I heard that first gasp,’ Ryan says, staring into the distance. They had got him back. At first, wild-eyed, Richard had no idea what had happened. Gasping for breath, he struggled against his crew. ‘It was very calm at the side of the pool,’ recalls Brian. ‘Nobody was jostling… And then the group of old ladies who’d been doing a water aerobics class started clapping.’

Richard Adendorff, whose life was saved by his quick-thinking fellow crew members.

very difficult to hold onto. A dead weight.’ The other crew members were reacting fast. As Brian got Richard to the surface, Ivan was there to pull him out. Ryan went straight for the pulse in his neck. Nothing. Then the pulse at his wrist. Also nothing. ‘Nobody over-reacted. Nobody lost their cool,’ Brian recalls. ‘There was no questioning… We knew exactly what to do.’ ‘His face was blue,’ Ivan adds. ‘I started CPR. I remember singing “Staying Alive” in my head to keep the rhythm of the compressions.’ Ivan switched over to rescue breaths while Brian took the compressions.

CAN YOU DO CPR? According to NSRI CEO Dr Cleeve Robertson who has more than 30 years at the coalface of emergency medicine in South Africa, people who need CPR are most often in the company of their family members or friends. Drowning also does not present the way Hollywood movies portray it. There is seldom splashing or thrashing, or calling for help. It is nearly always silent. We all need to be alert and learn how to do CPR. If someone gets into trouble, you can’t just stand around waiting for an ambulance – you have to do something. It could save the life of someone closest to you. SEA RESCUE / WINTER 2015 /

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PHOTOGRAPHS BY ANDREW INGRAM. GRAPHICS BY PAULA LEECH

ANSWERING THE

MAYDAY CALL On 27 September NSRI Hermanus, Simon’s Town and the Air Sea Rescue Unit responded to the Fishing Vessel Lincoln’s Mayday call. Andrew Ingram takes us to the helm of the rescue boats that raced to the scene.

etrus Hendrikz shut the door to his restaurant above the Old Harbour in Hermanus and stood for a while looking at the sea. It was wild. Huge swells were marching across the bay and slamming into the cliffs. The water was slate grey. Wind blew the tops off the waves in a shower of spray. It was not an evening to be out at sea. Petrus and his wife Estelle, both

volunteer fundraisers with the Hermanus NSRI station, were invited to have supper with station commander Deon Langenhoven and when they arrived at around 5.30pm, they told Deon how rough the sea was. ‘I have never seen it so rough,’ said Petrus. With a laugh he added, ‘If there is a callout, there is no way that you

will be able to launch either of the rescue boats.’ It was Deon’s night to cook and he had prepared pork chops. Shortly after 6pm he took them out of the oven and was putting the last touches to the gravy when the SMS came through. ‘NSRI Station 17, contact Port Control.’ Picking up on the change in Deon’s mood, conversation stopped. Deon’s

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REAL-LIFE RESCUE

Main: Letters thanking the NSRI written by Grade 5 pupils from Hermanus Primary School. Right: (clockwise from bottom centre) Lydelle Joubert, Ros de Muynk, Sharon Crowther, Robbie Robinson, John Sleigh, Wendy Crowther, Hein Scheepers, Herby Meth, Matthew Melidonis and Darren Zimmerman of Station 10 (Simon’s Town).

wife, Jane, had seen this many times before and she watched as he dialled Cape Town Port Control and listened intently. ‘Activate the crew,’ he said, before cutting the call. Looking at his guests, he excused himself. ‘We have a situation. There’s a vessel in distress 20 miles south of Hangklip. She is taking water in heavy seas. The crew is abandoning ship.’ It was 18h06 on Sunday 27 September. For people who live on and love the sea, there’s nothing quite as electrifying as a Mayday. For the person transmitting the call it is their final hope. They need help. Desperately. ‘Mayday, Mayday, Mayday. This is the Fishing Vessel Lincoln. Mayday.’ As the Hermanus Sea Rescue volunteers were scrambling for their base, fishermen, skippers and even a bulk carrier’s captain answered the call for help. ‘Lincoln, this is Fishing Vessel Sistro, three hours to distress position. Armana … four hours from position … Trust Agility … Estimated time of arrival six hours … Fuchsia … 1.5 hours estimated time of arrival … Harvest Rising … one hour from position.’ Navigators put the Lincoln’s position into the chart plotters of their vessels, and if they thought that they could help they swung their bows around and nudged the throttles forward. It’s what you do at sea. In a Mayday situation you don’t ask questions. You just get there as fast as the sea will allow. Harvest Rising, the ship nearest to the Lincoln, is a 190-metre, 27 000-tonne bulk carrier and, realising that they were closest to

... the Hermanus rescue boat was pounding into huge swells. She would come off the top of a wave and slam into the next, sending green water rushing over the deck... the Lincoln, her captain slowly turned her towards the floundering 42-metre trawler. The sea was huge. Swells of up to six metres were being whipped by a gale-force southeaster. It was about 40 minutes before sunset as the 21 fishermen, all wearing lifejackets, abandoned ship. Darren Zimmerman, Simon’s Town station commander, had seen a callout message for the Gordon’s Bay volunteers, and then the call for Hermanus. ’I thought to myself, mmm, something is brewing,’ says Darren. Minutes later Deon called Darren to discuss the situation. ’We are available if you need us,’ said Darren.

Deon, knowing that there were 21 people on the Lincoln, answered that Simon’s Town should please launch. Darren activated his crew. About 20 minutes later, as the 10-metre Simon’s Town rescue boat was backing off its cradle, the Hermanus crew gave them the position of the Lincoln. ’Our plot put the vessel 46 miles from us, so we knew we were in for a long run,’ says Darren. ’We zooted around the wall doing about 20 knots onto a course straight onto the position but within five miles we were down to eight or nine knots and running into a big sea.’ SEA RESCUE / SUMMER 2015 /

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REAL-LIFE RESCUE

By now the Hermanus rescue boat, South Star, was pounding into huge swells. She would come off the top of a wave and slam into the next, sending green water rushing over the deck and white spray flying high over her, then climb up the next swell and slide down the other side. ‘I told the guys, just hang on. Don’t try and do anything,’ says Deon. The doors and hatches of South Star were battened down and it was a judgement call from Deon on the helm how fast he could go, how hard he could push his boat and the crew. Below: (back from left) Alwyn Geldenhuys, Deon Langenhoven (StatCom) and Jean le Roux, (front) Antonie de Klerk and André Barnard on Station 17’s South Star

While the two rescue boats were racing for the Lincoln, the Air Force and NSRI’s Air Sea Rescue unit had been called out. With so many people having abandoned ship, eyes in the sky would be invaluable. The 22 Squadron ground crew readied a Lynx helicopter for the operation as the air crew and Sea Rescue’s rescue swimmers responded to Ysterplaat Air Force base. The Air Force base security had been briefed about the callout and were expecting the Sea Rescue crew. Arriving at the gate together, rescue swimmers Lourens de Villiers and Davide del Fante got there first, followed by Ernesta Swanepoel. They stopped at the security gate and showed their IDs. ‘Be careful. Be safe out there,’ Ernesta remembers the guard saying as the boom swung open. Under the floodlights and full moon, the Air Sea Rescue crew went through their equipment checks. Each person is responsible for specific tasks. In the final briefing, the Lynx commander decided to take only one rescue swimmer – Davide. The weight saved by leaving a second swimmer behind would give them more time in the search area. Harvest Rising was the first vessel to arrive on the scene, and despite the enormous size of the ship and terrible sea conditions, the captain and crew managed to rescue three people. They also dropped their life raft in the hope that survivors could climb aboard. Next was the Armana, the Fuchsia and the African Queen, all battling the conditions and using their lights, and the full moon, to try to find survivors. It was 21h30 when Hermanus’s South Star arrived in the search area. ‘We saw the lights of the vessels, all in a line, and as we approached, the first one, the Armana, they called. They had seen something in the water,’ says Deon. ‘They had crew up on their bow, which was a great vantage point. Following their signals we saw the first

body.’ Hermanus rescue swimmers were chosen for their strength and agility. Wearing full protective gear, André Barnard and Alwyn Geldenhuys went out on deck and moved up to the bow of South Star. ‘They had a hell of a ride,’ says Deon. As the rescue boat bow dropped into a trough, freezing water washed over the two. Signalling to Deon on the helm to bring the boat alongside and then moving back to the stern, keeping pace with the person in the water, they gave Deon the exact position of the casualty until they could grab him and pull him aboard. They carried him into the cabin and checked carefully for vital signs. There were none. Using this method of searching, with the crew of the Armana spotting from their elevated bow, the Hermanus volunteers found another two bodies. By now the crews on the Simon’s Town rescue boat, Spirit of Safmarine III, and on South Star were battling sea sickness. The little rescue boats were being tossed around like corks. ‘I heard that the helicopter was in the air and 15 minutes later they flew over us,’ Darren recalls. ‘That was a

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Far left: This map offers an indication of the distance responding vessels had to travel to reach the Lincoln. Left: Hermanus radio controllers Gideon ‘Giepie’ Loubser (left) and Charl Henn. Above: To offer some context – these are the approximate lengths of the vessels at sea in the 6-7m swells.

mixture of emotions. It was so frustrating to hear what was unfolding on the scene. And we could not get there faster … as hard as we tried.’ There was phosphorescence in the water, which allowed Darren to see the tops of the waves and throttle back to prevent the boat from crashing into the hole. ‘The boat would ride up a wave and then dive down the other side. If we did not get it right we would fall. Everyone was braced in, and after every fall each would call ‘I am okay’ so that I did not have to turn around to check,’ said Darren. ‘Those were the worst conditions that I have ever been out in,’ says Darren, who has been with Sea Rescue for 25 years and a coxswain for 21 of those years. For the four controllers at the two rescue bases it was extremely difficult to know that their boat crews were taking such a beating. And, for most of the operation, the rescue boats were out of radio range of the bases. They had to talk to their vessels via Cape Town Radio. ‘We were well aware of the hammering that they were taking. They are heroes, man,’ says Simon’s Town controller John Sleigh. At about 22h15 the Air Force Lynx

helicopter arrived in the search area and in quick succession found a life ring and life raft. Both had lights switched on that stood out like beacons to the aircrew. Both were empty. Starting to run their search pattern, they saw two life jackets. ‘Our light picked up on the reflective tape on the life jackets,’ said Davide. The helicopter went into a hover and radioed South Star to come across

On Wednesday afternoon, Deon got a call from the family of one of the fishermen who had died on that terrible night. They had come to Hermanus to identify his body and wanted to meet the Sea Rescue crew who went out there to try and save him. ‘They were at the New Harbour, so I called our crew and we invited them into the base,’ says Deon. ‘The whole family was there. His wife, brother, two sons, his daughter and

There was phosphorescence in the water, which allowed Darren to see the tops of the waves and throttle back to prevent the boat from crashing into the hole. to their position. The two fishermen, about 70 metres apart, were lifted onto South Star. But it was too late for them. As each of the rescue boats and helicopter ran to the edge of their fuel endurance, they were released from the search area. In all, nine of the 21 lives were saved by the vessels who responded to the Mayday. Nine bodies were recovered and three fishermen are missing at sea.

his sister. They showed us a picture of their dad. His was the first body we found.’ ‘They wanted to know what the water conditions were, what it was like out there. The children had lots of questions…’ Deon’s voice trails off. ‘It was really nice to meet the family. And to know that we brought their father back. It’s closure for them. They could say their last farewell. It’s not always that we can do that…’ SEA RESCUE / SUMMER 2015 /

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NEW FRONTIERS

MIDDLE OF

NOWHERE

ormer Knysna station commander Graeme Harding gets a faraway look in his eyes when he starts talking about the mid-Atlantic island of St Helena. ‘If I had to choose one place in the world to retire, and I was told it couldn’t be in South Africa, I would choose St Helena.’ I know that faraway look well: I have been to St Helena twice, and whenever I meet someone else who has been there and we start reminiscing, that faraway look starts to creep in. The place is unique and so are its people. ‘I absolutely loved it there.

The people make it; they are just so fantastic,’ says Graeme. Graeme was luckier than most people who travel to St Helena and only get a week or so on the island – he has just spent two months there training the island’s brand-new sea rescue service. For the past 513 years of its inhabited history (the Portuguese navigator Joao da Nova Castella discovered the uninhabited island on 21 May 1502) the only access has been from the sea. The island is so rugged that although there has long been talk of building an airport, there

simply wasn’t enough flat land. But the project finally got the go-ahead and South African construction firm Basil Read won the main contract to literally move mountains of earth and rock, and construct the airstrip at Dry Gut in the east of the island, with the approach and take-off path over Prosperous Bay. And according to international aviation regulations, if your landing and take-off path is over the sea, you must have a dedicated sea rescue service. The provision of the service was put out to tender, local boat builder Gemini won the bid, and they

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MAIN PHOTOGRAPH: TONY WEAVER

Tony Weaver chatted to NSRI’s Training and Development Facilitator Graeme Harding about his involvement in training up St Helena’s new rescue team.

Main: The early morning views of St Helena from on board the RMS St Helena are simultaneously impressively beautiful and ominously foreboding. Right: The Sea Lion, one of the two rescue boats that are stationed at St Helena, exercising off the island.

theys put him in the score book uzz “retired, dead”.’ I never found out whether the story was true, but everybody on St Helena tells it, so it must be. And it’s not hard to believe. I was nearly ‘retired, dead’ a few times when I trod too close to the precipices that conclude nearly every path on St Helena. The names of various places on the island are enough to warn you of the danger of trying to jog too fast or mountain bike without knowing what’s over the next rise: names like Breakneck

island of Ascension, 1 125km away. The nearest continental landfall is the village of Tombua in the extreme south of Angola, 1 920km away. Due west is the Brazilian hamlet of Porto Seguro, some 2 880km of Atlantic Ocean away. St Helena is the piece of land on earth that is furthest away from any other piece of land than any other piece of land on earth. Leroy Caswell was one of four young Saints (as the islanders are called) who formed part of the eight-person crew that sailed the

MAIN PHOTOGRAPH: TONY WEAVER

According to international aviation regulations, if your landing and take-off path is over the sea, you must have a dedicated sea rescue service. approached Graeme to provide the training component under the auspices of the NSRI. To really appreciate the topography of St Helena, you have to listen to some of the local stories, all told in the quaint, almost Dickensian English of the islanders. One of the stories they tell in the pub in the only town, Jamestown, was about a legendary cricket match: ‘So there wuzz this creeckett match up by Francis Plain and the batter done hit a big one and the outfielder wuzz runnin’ to tekk a ketch and he run hisself off the end of the cliff. Broke his neck, he did. So

Valley, Devil’s Hole, The Devil’s Punch Bowl, The Gates of Chaos, Fairyland, Frenchies Gut, Holdfast Tom and, most ominous of all, Pleasant Valley. The island of St Helena is, without putting too fine a point on it, one of the most extraordinarily beautiful places to which I have ever travelled in my life. The geography is almost absurd and off the planet. First of all, it is – depending on how one defines remoteness – the most remote or second-most remote inhabited place on earth (Tristan da Cunha is the other contender). The closest land is to the northwest, the flyspeck

Cape Town yacht Beluga to line honours victory and a new course record in the first reinstated Governor’s Cup (Cape Town to St Helena) yacht race in December 2000. My wife and I were commissioned to write about and film the race, with a camera on board Beluga and another on board the island’s dedicated mail and passenger ship, the RMS St Helena. Leroy, a fisherman, is very aware of just how isolated his island is from the rest of the world. ‘We be very careful fishin’ off the island,’ Leroy told me after the race. ‘We usually fish’n aboot two miles offshore, we never go more SEA RESCUE / SUMMER 2015 /

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NEW FRONTIERS

Above: Craig Scipio, deputy station commander, with NSRI training officer Graeme Harding who is at the helm of the Sea Lion. Right: St Helena sea rescue team: Craig Scipio, Anthony Henry, Simon Wade, Ben Dillon, Graeme Harding (NSRI trainer), Kerry Furniss, Leroy Caswell, Mark Caswell and Christopher Wade in council chambers after the completion of the team’s training.

and a dive charter business; veteran sea dog Anthony Hendry; crane operator Kelvin Williams; policeman Mick Hawken; and Christopher Wade. Graeme says, ‘I got on board the RMS St Helena on a journey into the complete unknown; I had no idea about the island. I dined at the Captain’s table with him and the island’s [British] Governor every night, and arrived to an awesome welcome. I was really made to feel part of the island family. Because I was with Sea Rescue, everybody wanted to know about me – I was invited to a different house for dinner or a braai every night.’ The government ordered two 8.5m Gemini rigid inflatable boats (RIBs), with a top speed of 42 knots, equipped with two 200hp Mercury outboards each, and state-of-the-art marine and aviation communication

systems. Each RIB is equipped with two 50-person life rafts. ‘The service will obviously also be available for the fishing fleet, and there is going to be a big increase in tourism – the RMS St Helena only brought about 140 passengers every six weeks. Now there’s going to be 90 a week. The islanders are gearing up for a dramatic increase in waterbased activities, like diving, sailing, marlin fishing, so the crews could get pretty busy at times,’ he explains. Graeme spent the first week with the crews building boat shelters at Rupert’s Bay and handing over the boats, and then followed weeks of intense theory and practical training, starting early in the morning and often carrying on till midnight, training the crews all the way up to coxswain. They were trained in everything

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Advertology 119

than 20 miles away, and we always be keeping the island in sight. You just musn’t be fallin’ overboard, because the closest land be Angola or, if the currents be wrong, Brazil. But I be safe; my father, he’s a very cunning man in the sea.’ Leroy and his uncle, Mark, are two of the 12 Saints that Graeme has trained as the sea rescue crews – six of them permanent, and six auxiliaries. Besides Leroy and Mark (both fishermen), there is station manager Simon Wade, his deputy, Craig Scipio (formerly with the fire department), Kerry Furniss (she was an immigration officer) and rescue swimmer Ben Dillon, who represented St Helena in swimming at the international Island Games. The auxiliaries are brothers Keith and Craig Yon, who have a car hire

PHOTOGRAPH: TONY WEAVER

Above right: Jacob’s Ladder is the dizzyingly precipitous staircase that links the main town, Jamestown, to the plateau above.

from search and rescue techniques through to navigation, first aid and rescue scenarios, and they did several circumnavigations of the island by day and by night. They also did search and rescue training using both radar and RDF (radio direction finders). The one thing they are hopefully unlikely to be called upon to do is to serve as the police’s water wing, although the last major crime was of a maritime nature. It was also the only time the jail has ever been full. In 1991, a fishing boat, the Frontier, dropped anchor. Customs officials found six tons of baled dagga on board and arrested the crew of 16. The Dutch skipper got seven years, the Nigerian engineer three, and the crew a couple of months each. The skipper escaped by stealing a South African yacht, the police gave chase and all got sea sick, the Frontier was scuttled in Lemon Bay, and St Helena returned to normal after a brief period of extreme excitement.

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Main: Davide Del Fante (left) with Petty Officer Christopher Moore at the US Coast Guard in San Diego. Right: Lieutenant commander Leo Danaher (left), Station New York, receives a presentation photograph from Hout Bay crew members Cherelle and Paul Leong.

to go to sea and train with these professionals, going out on one of the USCG’s 45-foot cutters and doing a hoisting training exercise with one of the helicopters and crew. With the additional resources that the USCG has, their helicopters are often the primary resources deployed in a rescue. While typically boats will launch as well, the helicopters can get to casualties faster and offer greater visual capabilities from the air when conducting a search. When visiting any Coast Guard station it’s a friendly yet professional

atmosphere that prevails. The guys train and operate together and they socialise together, often running or mountain biking in their spare time. While the USCG stations are manned by full-time military personnel, there is also an auxiliary division made up of civilian volunteers. They operate under the Coast Guard and assist in search and rescue operations. New York has more than 100 members in its auxiliary, making it one of the largest in the country. A few weeks after Davide visited San Diego, my husband Paul and I were in the US visiting family in Florida. On a side trip to New York we visited the small boat Coast Guard station on Staten Island. Going across on the Staten Island ferry you experience just how busy New York’s waterways are. Aside from tourist cruises and ferries, there are cargo barges and shipping freighters as well as recreational sailing vessels, fishermen and paddlers. The Coast Guard certainly has its hands full ensuring the safety of everyone on the waterways as well as acting as law enforcement for incoming and outgoing international sea traffic. The Staten Island small boat station has an impressive fleet of 25-foot and 45-foot semi-rigid fast-response craft and a direct view across the bay

to Manhattan. We had the opportunity to board the boats and see the equipment and set-up on board. In addition, we met the station commander and visited the sophisticated command centre. It was a great experience, with the crew happy to show us the operational aspects and share some of their experiences. A memory that stands out from our visit was seeing a painting in the foyer. The scene is of the World Trade Centre buildings burning and a fleet of USCG vessels responding in the foreground. The station lost one of their men that day, a volunteer firefighter. His photograph is among the items in a display case, along with a small bottle of ash and the original log book that recorded the 9/11 events as they happened. Someone not to be left out is Harry, a very large and adorable golden retriever. The story goes that Harry was being trained as a guide dog but failed his final exam – choosing to raid the nearby hot-dog stand rather than get his charge safely across the street, so he ended up at the Coast Guard as their much-loved mascot instead. It shows that the Coast Guard is as much a family as an organisation. Thank you once again to the USCG for hosting Davide, Paul and myself. SEA RESCUE / SUMMER 2015 /

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FUNDRAISING

MAKING IT

HAPPEN T

he sun is slipping towards the horizon as Plettenberg Bay Sea Rescue volunteers start arriving at the rescue base. The beach is in shadow and, although it’s winter, the weather is good. A few surfers are out and a whale-watching boat, engines revving, hits the beach. The tourists on board let out a shout as the boat grinds to a halt on the sand. A tractor comes down to hook the boat up. A family is taking pictures of the Beacon Isle Hotel with their iPad. If they turned around they would see the men walking briskly into the station. All are wearing blue Sea Rescue shirts. Some stop and chat to station commander Deon Truter, who is standing at the base’s door. Others greet him and carry on up the rescue base stairs. Those paying close attention would notice that most of these men are older than the average NSRI volunteer. Their grey hair gives their age away. It is the first Monday of the month and the Plett NSRI fundraising committee is holding their monthly meeting. These businessmen, some retired, all have many years of experience to

bring to the table – from fundraising skills to excellent contact networks. Their voluntary work is to help keep the Plett station self-funded. Drawing from their experience of decades in business, from careers as varied as a hotelier and a banker to a publisher and an attorney, they make a formidable team. ‘We are proud of being associated with the NSRI,’ says chairman David Haysom, whose late father was also part of the fundraising committee. ‘The crew make us feel like we are part of the team … and we try to make a real difference. We have a sense of belonging to a special group of people.’ Ten men are sitting around the table. As it starts to get dark outside they are focused on the station’s income for the past month – what money has been raised, where it has come from, and what bills have been paid. David runs a tight meeting. The agenda is followed, with all points attended to. These men are comfortable with finances and with meeting protocols. Perhaps this is what makes Plett one of Sea Rescue’s top stations when it comes to raising funds.

Their combined business background certainly helps make the team successful. But there is something else that makes them so effective. ‘We care,’ says David. ‘We put in extra time visiting people who support the NSRI, and we form personal relationships.’ Recently when the rescue boat Leonard Smith, bought for the station from a single large donation, was launched, David took the time to make a photo book of it. Three copies of the book were produced, and when presented to the elderly donor, it reduced him to tears. The talk around the table turns to

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PHOTOGRAPH: ANDREW INGRAM

We meet the dedicated group of Station 14 (Plettenberg Bay) fundraisers who always keep the big picture in mind: saving lives. By Andrew Ingram

FUNDRAISING COMMITTEE CHAIRMEN

PHOTOGRAPH: ANDREW INGRAM

Main: (from left to right) Deon Wessels, Brian Madeley, John Wessels, Dave Haysom, John Hollely, Paddy Dalzell and Peter Turner. Inset: Rodney Gray

upcoming events, with Station 14’s Golf Day being primary. ‘Our golf day is regarded as one of the best. We get great prizes sponsored... Last year they were to the value of R30 000, and the prizes went right down to 10th place. ‘It’s a big golf day and every year we come up with new ideas to improve it,’ explains David. They talk about the annual street collection and a fun run, spending some time deciding on the dates, which are very carefully chosen to ensure that the events are well supported. ‘To a degree Plett is unique… A lot of people come here on holiday.

Captains of industry, South Africa’s top businessmen, all have houses here … and there is an enormous awareness of the NSRI and what it is that we do,’ says David. ‘I know from discussions that some say the crew give of their time for rescues and don’t have to shake tins. That’s not how it works here. We work together. It’s what we set out to do and it’s why the system works.’ The Plettenberg Bay Sea Rescue crew is one group of volunteers, fundraisers and operational rescue crew with a huge variety of expertise, working towards one goal … and that’s saving lives.

1970 Pierre Ollemans 1970 Cmdr. Robert Cobbald 1971 to 1993 Ginger Mudd 1993 to 1995 Dave Harrow 1995 to 2005 Tim Weaner 2005 to 2011 John Wessels 2011 to present Dave Haysom

STATION COMMANDERS 1970 1971 to 1972 1973 to 1974 1974 to 1978 1978 1978 to 1979 1980 to 1988 1988 to1992 1992 to 1999 1999 to 2010 2010 to date

Ari Oudtshoorn Barry Stroebel Riem Eksteen Geoff Frielinghaus Pat Arnold Robbie Gradwell Derek Frielinghaus Dave Harrow At Coetzee Ray Farnham Deon Truter

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Traversing the east coast Maritime history – going back as far as the 1550s – tells of the trials faced by seamen sailing along South Africa’s eastern coastline. We chatted to NSRI crew about the challenges presented during rescue and towing operations. By Wendy Maritz

n 12 June 1968 the World Glory – a ‘super tanker’ of its time – was making her way around the east coast of South Africa, carrying 50 000 tons of Kuwait crude oil, en route to Spain. She had left the Persian Gulf on 31 May and up to that point conditions had been moderate and her journey uneventful. Broadcasts from Cape Town radio and then Durban radio warned of rough seas and southwesterly winds, which the experienced Greek captain heeded by

slowing his vessel down from 16 knots to five knots and keeping her head into the wind and waves. The storm, however, developed quickly, and soon World Glory was being battered by mountainous waves, of which the crew had never seen the likes. She succumbed to the fury about 100km off the coast of Durban on 13 June, and 24 of her 34 crew lost their lives. In his article ‘The Death of World Glory’ published in Popular Mechanics a year later, writer Richard Petrow

recreated the tanker’s final moments as witnessed by her surviving crew: ‘The giant wave had lifted the loaded tanker high above the water. As the huge wave – estimated at 70 feet – passed under the ship amidships the bow and stern of the ship were left unsupported.’ The ship cracked and after taking on another wave, she split open completely, the two halves drifting apart before finally sinking. ‘The Indian Ocean off the east coast of South Africa has a vicious reputation,’ wrote Petrow. ‘Masters spoke in awe of the mountainous Cape rollers…’ This is the character of our east coast, from Mozambique all the way down to the Wild Coast (not only named for its rugged coastal land): the strong north-south Agulhas current can reach a speed of 4.5 knots, while the cold frontal southwesterly wind gets up to 60 knots or more in the opposite direction, whipping the sea into a frenzy, sometimes doubling the size of waves up to 20 metres, explains NSRI Operations Manager Brett Ayres. It’s been a challenge for captains and crews since the early days of sailing, the first notable wreck being that of the Portuguese galleon the Sao Joao in 1552. On her

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PHOTOGRAPHS: LORENZO TAVERNA TURISAN, SUPPLIED

REAL-LIFE RESCUE

PHOTOGRAPHS: LORENZO TAVERNA TURISAN, SUPPLIED

Right: In the early hours of Monday 18 August 2014, Port Edward volunteer crew were activated to assist the 30-foot yacht Carpe Diem sailing from Durban to East London. Shelly Beach and Durban stations joined the rescue operation. She is pictured here under tow from EIkos Rescuer II.

return voyage to India, she encountered a storm off where Port Edward is situated today that damaged her rigging and dragged her to the rocky shore where she was destroyed. About 500 surviving crew trekked north to the Maputo River, but it’s estimated that only 25 reached their destination. There are many other such tales, says Brett, but the rogue-wave phenomenon or ‘Cape rollers’ that the writer Petrow refers to present a particular challenge to commercial and recreational vessels using that route, and hence rescue crews that are called to assist them when needed. ‘What we often see happening with recreational vessels, for example,’ explains Brett, ‘is that they travel south from Durban or Richards Bay, get into difficulty due to mechanical or engine problems. They then attempt to sail back up to Durban.’ But with the wind and current against them, it’s like fighting a losing battle. Brett recalls the weekend of 26 September 2011, when Station 5 (Durban) crew were involved in a rescue involving the 42-foot yacht Tholile that had damaged her rigging and was experiencing engine trouble. ‘It was the longest rescue I served on,’ he says. Crew departed at 13h00 on the Friday. ‘The sea was quite big’, Brett recalls, ‘with 4-5-metre swells from the previous days’ worth of northeast winds, which meant the swells were really close together, making for a very uncomfortable trip. There was a strong north-south current and a cold front expected early on Saturday morning – the fact that these conditions were all the ingredients for a rogue wave was never Left: As See Brok began to sink, her towline was released and her two crew and their schnauzer were evacauted.

far from my mind,’ he adds. Tholile was located 20nm off Port Shepstone and 60nm south of Durban, a tow was rigged with some difficulty, but once secured, they headed home. That was 21h00. We arrived back at about 17h00 the next day, making it a 27-hour operation.’ Brett adds that it was quite a special rescue because a number of Tholile’s crew were related to the crew of the Moquini, which had been tragically lost off the coast of Madagascar with no survivors found. ‘When we brought Tholile back into the harbour, there was a much bigger fuss than usual, and extra gratitude on the part of the welcoming family and friends.’ Because there was nowhere to bring the casualty vessel to shore, aside from Durban, Station 5’s deepsea rescue craft Eikos Rescuer II was launched with extra supplies SEA RESCUE / SUMMER 2015 /

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REAL-LIFE RESCUE

Stn 19 Richards Bay

170km /90nm

Stn 5 Durban

120km/65nm Stn 20 Shelley Beach Stn 32 Port Edward Stn 28 Port St Johns

30km/16nm

190km/103nm

320km/173nm

RESCUES AND TOWS

(April 2010 to March 2015)

Richards Bay 66 rescues (36 tows) Durban 97 rescues (15 tows) Shelly Beach 52 rescues (45 tows) Port Edward 14 rescues (6 tows) East London 16 rescues (14 tows) Port Alfred 57 rescues (8 tows)

Stn 9 East London Stn 11 Port Alfred

130km/70nm

Above: The map shows the distances between each NSRI station, and the stretch of coastline between East London and Durban, where no major harbours are situated.

Rescue efforts are often coordinated between the Durban, Shelly Beach and Port Edward stations for the purposes of sharing assets

and refreshments. Rescue efforts are often coordinated between the Durban, Shelly Beach and Port Edward stations for the purposes of sharing assets, says Station 5 crewman Ian Livermore. Ian recalls a rescue earlier this year involving a yacht that got into difficulty after sailing from the Zululand Yacht Club in Richards Bay. The See Brok experienced engine failure, and was drifting without power under a makeshift sail. The red distress flare the couple on board fired was seen by a commercial vessel, the Kishore, that responded and also called the Transnet National Ports Authority, which in turn activated Station 5 crew. ‘We arrived at around 23h00,’ says Ian. ‘It was about 30-40nm from Port

East London extends roughly 355nm (as seen on the map), a large area by anyone’s calculations. There are also no harbours, which means when asked to assist with towing, all variables need to be weighed up. ‘Our deep-sea vessels are capable of being out on the water for up to three days, but sometimes it makes more practical and economical sense for commercial salvage companies to tow vessels to Durban or East London. Sometimes the lines get blurred and we have to make a call. Our first mandate is to save lives,’ explains Brett.

Edward.’ The Kishore had stayed close by to ensure the couple on board remained safe. A towline was rigged and the tow back to Durban began. ‘The conditions were rough, with a 15-20 knot northeasterly and 3m swells. At one point we had to rendezvous with our 7m to swop out two crew because of seasickness.’ En route to Durban, the See Brok began to take on water, and her bow began sinking. The towline was released, and the couple and their dog (who had all been wearing life jackets) were evacuated from the sinking yacht. The coastline between Durban and Right: Tholile is being brought back to Durban harbour after a gruelling few days at sea.

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INSPIRATION

THE MOTHERS OF INVENTION We’re safer at sea, thanks to these women inventors. By Cherelle Leong

n the mid-1800s there were few things that women were recognised for, with the exception of having children and managing a home. Business, industry and further education were all the domains of men. But this didn’t stop some creative women inventors from making their mark on history, particularly in the maritime field.

The first of these women was Sarah Mather of Brooklyn, New York, who invented and filed a patent for a submarine lamp and telescope in 1845. While not much is known about Mather’s personal life, her invention played a critical role in American and maritime history. The device consisted of a long tube with an integrated lamp that could be submerged to illuminate an underwater area for inspection. It was originally intended as a device to examine the hulls of ships or for underwater geological surveys. At the time the only way to inspect a ship’s hull was to remove the vessel from the water – a time-consuming and costly exercise. Mather’s invention changed this by providing a way to perform underwater inspections. When the American Civil War broke out, the telescope became a critical tool used by Union ships to spot the underwater activities of Confederate submarines, thus taking away the enemy’s underwater advantage. Historians believe that Mather’s invention played an important role in the outcome of the war.

MARTHA COSTON SIGNAL FLARES Today signal flares are an important part of the safety equipment for any seagoing vessel, no matter its size. The ability to signal for help using red flares has saved many a seafarer’s life. For this invention we can thank a widow and single mother, Martha Coston. At the young age of 21, Coston found herself without family or financial support, having lost her husband, two of her four children and her mother. After finding a few of her late husband’s drawings for signalling flares, she set about getting US Navy backing to improve on and complete the designs. After several years of experimentation and testing she was finally awarded a well-earned patent in 1859. At the outbreak of the Civil War Coston received funding to manufacture the Coston signal flares for the Union Navy. The flares were used for communication between Union ships and to identify enemy Confederate vessels. It is reported that more than one million flares were manufactured and deployed during that time. Coston later sold the patent to the US Navy.

PHOTOGRAPH: SHUTTERSTOCK

SARAH MATHER SUBMARINE LAMP AND TELESCOPE

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STEPHANIE KWOLEK KEVLAR

MARIA BEASELY LIFE RAFTS Maria Beasely of Philadelphia was both an inventor and businesswoman, which was an exception to the norm in the late 1800s. Between 1878 and 1898, Beasely received 15 patents, one of which was for inventing a barrel-manufacturing machine – the source of great wealth for her. But it was her development of the life raft that has possibly had the greatest impact on saving lives. She strongly believed that people should not be losing their lives in huge transportation disasters and this drove her to find a solution. While life rafts today (such as the example pictured) may come in different shapes and sizes, many are based on the principles of Beasely’s original designs.

Kevlar is an incredibly strong substance that can be combined with many materials, including metals and fibres. It was invented by chemist Stephanie Kwolek in 1965, almost by accident. But its value was soon proven after stringent technical testing. Kevlar is five times stronger than steel, yet a fraction of the weight. Kevlar is best known for its use in bulletproof vests and helmets. However, it has several important maritime applications that are not related to the military or law enforcement. Patrol and rescue vessels are required to be both strong and fast when responding to emergencies at sea. By strengthening their hulls with Kevlar, these vessels can achieve greater speeds while being strong enough to handle rough seas and be more tolerant of damage. The NSRI benefits from Kwolek’s invention as their fleet of 10m Bredes have Kevlar hulls that have proved to be very robust over the years. Another maritime industry that requires strength and speed are racing yachts. Not only is Kevlar incorporated into the hulls of these sleek vessels, but it is also woven into ropes and fabrics for racing sails. The sails and ropes need to be able to withstand incredible forces and Kevlar has made its mark as one of the most effective materials for this purpose. So, the next time you’re heading out to sea, spare a thought for these incredible women who have made seafaring safer for everyone through their brilliant and life-saving inventions. SEA RESCUE / SUMMER 2015 /

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AGM

AGM and awards We salute and thank our crews for their dedication, bravery and commitment.

Our volunteers are a true inspiration. Together we have the privilege of performing amazing deeds, such as the rescue of a kite flyer at Camps Bay under extreme conditions, the rescue of turtles off the beaches of Struisbaai, the release of a whale off Cape Point, and the medevac of a sick crewman off a tanker near Port Elizabeth.

CHAIRMAN’S LETTER OF APPRECIATION This was awarded to the captain and crew of the SAS Isandlwana who responded to the stricken Angolan yacht Bille taking part in the Cape to Rio yacht race approximately 100 miles northwest of Saldanha Bay. Using a small inflatable, the SAS Isandlwana’s crew went to the rescue of the six crew members of the stricken yacht. Sadly, the seventh crew member of the yacht succumbed when the vessel was dismasted in the storm before the arrival of the rescue team.

Our AGM and Awards function reflects all the elements of diversity, courage, commitment, compassion, dedication, passion and professionalism that incidents like these involve. This evening is all about our crew – a celebration of who they are and what they do.

Captain Kieron Cox was awarded the Alric Simpson Award for his remarkable contribution over the past 29 years to the training of NSRI crew. The award was presented by Mrs Eleanor Simpson.

Henk Henn (left) was presented with the Directors’ Thanks by NSRI Chairman Ronnie Stein after retiring as StatCom of Hermanus on 14 April 2015, after 26 years, and for agreeing to stay on as operational crew.

The Marmion Marsh Award was given to Billy Harker (left). In 2006, following an extensive search by air and sea units in foul weather conditions and fading light, the NSRI found and saved the life of surfskier Casper Kruger. Race organiser Billie approached the NSRI about starting a surfski paddlers’ fundraising project. The concept was simple: a R25 per month debit-order campaign marketed to the surfski community and ring-fenced to fund Sea Rescue boats around the country. The funds raised have been used to build four rescue boats: Spirit of Surfski 1 (Gordon’s Bay), Spirit of Surfski 2 (Simon’s Town), Spirit of Surfski 3 (Durban) and Spirit of Surfski 4, currently in production and which will serve at Station 6 (PE).

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LONG-SERVICE AWARDS Laurent Eray Nazeem Abrahams Gavin Fordham YEARS Michael Saunders Geoff Harris Lynne Harris

25 YEARS

Dr John Donald Andre Fraser Marion Spencer

David Robins

35 YEARS

Roger Clancy Phil Ress Michael Clark

40 YEARS

Brad Geyser Rob Stirrat Ian Wienburg

Ian Strachan

YEARS

CEO Dr Cleeve Robertson (left) with guest of honour Mrs Eleanor Simpson, who presented the Alric Simpson Trophy. She is flanked by her sons Mark and Charles.

YEARS

MOST IMPROVED STATION AWARD Station 20 (Shelly Beach) Johnny Albert (represented by his niece Gaby Albert, left), Jeremy Godfrey and Alex Albert receive the Silver Gallantry Award for the rescue of 18-year-old Shane Keenan, who was entangled in his kite lines off Glen Beach, Camps Bay, by a huge ground swell and a 50-knot southeaster on 19 January 2015. Ronnie Stein, second from the left, presented the award.

The Bronze Gallantry Award was awarded to Daniel Heimann and Stephen van den Berg for the rescue of surfskier Clinton Hempel on 1 November 2014 at Sardinia Bay. While paddling with friends Clinton became separated from the group. He fell off his surfski and, unable to remount it, became seriously hypothermic. He managed to hold onto the ski until help arrived.

BEST RIB STATION AWARD Station 2 (Bakoven)

WATERWISE ACADEMY RECOGNITION AWARD

BEST CLASS 1 STATION AWARD The Pat O’Sullivan

Devon Dodd, a Grade 8 pupil at Oakhill School in Knysna, was surfing at Buffalo Bay on Freedom Day (27 April) when he noticed a swimmer in distress. He rescued the man, whose name he never found out, using his surfboard as a flotation aid. It is the first time that this award has been given.

Award was presented to Station 10 (Simon’s Town)

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LIFE BOAT CIRCLE

THANK YOU FOR THE DONATIONS RECEIVED SPECIAL OCCASIONS Mrs H Salamon (80th birthday) Mr Errol Arter (70th birthday) Mr Michael Riley Mr Desmond Fouche (60th birthday) Mr Charles de Kock (60th birthday) Mr Graham Tait (50th birthday) Dorothy Brunchweiler IN MEMORY OF Mr David Piddock Mr John Barry Mr John Corser Carly Hill Mr HA Schipper Mrs A Leach Mrs Hollman Emalueal Lapid Mr Ralph Bradshaw Mr Paddy Hollingsworth Mr David Gibbs Mrs G Borcherds ASHES LOG (All respects were paid and the details of the scattering recorded in the ship’s log) Station 10 (Simon’s Town): Stuart Boyd Willem Verploegh Barry Vincent Buchanan Jose Harlock Station 5 (Durban): Mrs Celeste Freestone Ted Bowser Mrs FC Temple-Boreman Station 14 (Pettenberg Bay): Alan Blake

SAVE THE DATE Life boat Circle invites you to join us at our upcoming events.

Kim Gresse visited Summervale Retirement Village and met with Brian Atherton (left), a former radio controller at Gordon’s Bay station. We also welcomed Mrs Jakkie Shutte (above) as a new Life boat Circle member.

e have a series of functions lined up for our retired crew and supporters, and always welcome friends and guests to join us. Space is limited, so booking is essential. Once you’re chosen the event you’d like to attend, please RSVP to Krista at Kristal@searescue.org.za or call Stephenie on 021-434-4011. Our Life boat Circle members are welcome as our non-paying guests; feel free to invite a friend or two to join us at a cost of R90 per person.

TUESDAY 17 NOVEMBER 2015

THURSDAY 19 NOVEMBER 2015

Host: Bruce Sanderson Time: 11h30 for noon (for lunch) Venue: Portuguese Club, Rugby, Cape Town Guest speaker: Elana Mauer will present a talk on Iceland: The Land of Fire and Ice and Bruce will sing some old favourites.

Host: Elaine Aquadro Time: 10h00 for 10h30 (for brunch) Venue: Carl’s at the Clovelly Country Club, Cape Town Guest speaker: Gabriel Athos will speak on Cape Odyssey – a selection of tales from the sea.

WEDNESDAY 18 NOVEMBER 2015

THURSDAY 25 FEBRUARY 2016

Host: Kim Gresse Time: 09h30 for 10h00 Venue: The Millhouse Kitchen, Lourensford Wine Estate, Lourensford Road, Somerset West Guest speaker: Greg Bertish, The Optimist.

Host: Janet Burgess Time: 12 noon (for lunch) Venue: Benjamin Boutique Hotel, Florida Road, Morningside, Durban Guest speaker: Ken Gillings, a military historian, will be presenting a talk on ‘The Prince Imperial’s Last Journey’.

To join our club, please contact Natasha on 021 434 4011 or email info@searescue.org.za 32 / SEA RESCUE / SUMMER 2015

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STAYING SAFE

anticipate any eventuality, especially if you are going away on holiday. It’s wise to add the emergency numbers for the town you’re visiting to your cellphone’s contact list before you need them. This goes for shorter trips too, as well as at home. Visit the Sea Rescue website at www.searescue.org.za and look for the emergency numbers you may need in your neck of the woods, as well as the numbers for your local fire brigade and police.

DOWNLOAD SAFETRX

DO YOU KNOW WHO TO CALL? In an emergency, rescue response time is critical. Andrew Ingram shares vital information that can save lives.

e’ve all seen people standing at the scene of a motor vehicle accident, clutching their cellphones to an ear. Chances are they’re telling a friend or family member what they’re witnessing. But, if you are the first person to come across an accident or see a red emergency flare in the sky, would you know who to call? Often the biggest delay in a rescue response is because people don’t know. In a blind panic they may phone a friend and ask them to call for help. The friend may turn to Google, all of which wastes precious time.

And if you are the one in need of help, it’s really important that you know the correct number. Sea Rescue advises calling 112 from a cellphone as the general emergency number. It an easy one to remember and, because it goes to your cell operator’s emergency call centre, your call will then be routed to the emergency service that you need, whether it’s the fire brigade, the police or Sea Rescue.

BE PREPARED – AT HOME AND AWAY The best way to deal with emergencies, however, is to plan ahead, to

There have been a number of rescues where NSRI volunteers have been in cellphone communications with people who need help but are unable to give their exact position. This results in crews searching for casualties, often in very bad conditions. And while the clock is ticking, the threat of hypothermia starts becoming a reality. For someone who is in the water this situation could be fatal. To take the search out of search and rescue, NSRI has launched a free smartphone app called RSA SafeTrx. This app, which can be downloaded to Apple and Android devices, tracks your boat or kayak trip, as long as you are in cellphone range. If you need help there is an emergency button that you can activate. This sends a message to your predesignated emergency contact, as well as to the Maritime Rescue Co-ordination Centre, and includes your exact position. This location can be passed on to the NSRI, a rescue boat can be dispatched and help can be with you so much faster. When every second counts, a little bit of planning can quite literally save a life.

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A RARE FIND Andrew Ingram chats to Station 18 crew member Belinda Speed and uncovers the bare bones of her fascinating profession. PHOTOGRAPHS BY ANDREW INGRAM

rom architects to zoologists and almost every profession in between, Sea Rescue has them all. That’s the thing about us – it doesn’t matter what you do for a living. What matters is caring for others, wanting to help and having a natural ability in water. But every now and then someone with an extraordinary profession joins the NSRI family. Sitting opposite me in the Melkbosstrand rescue base’s operations room is Belinda Speed. Her blonde hair is cut short. Her grey eyes,

framed by thin black-rimmed glasses, are calm and piercing. She listens carefully and thinks before giving a considered answer. Belinda is a forensic anthropologist. It is in her DNA to think, to weigh up and to give a measured opinion.

‘Anyone who dies an unnatural death will undergo a postmortem to establish how they died,’ says Belinda. ‘A forensic anthropologist is called in when a body is decomposed to the point that a pathologist is unable to determine the cause of death by means of a postmortem alone, and when facial identification is no longer possible. My job is to establish a demographic profile of the skeleton, including sex, age, stature and any pathologies or trauma that may be visible on the remains. We are sometimes also able to establish an approximate postmortem interval depending on the state of decomposition,’ she explains. ‘We look at the bones themselves to give us information regarding the individual’s identity, and can estimate the sex by studying the pelvic bones and skull. Age is assessed by looking at the degree of development or degradation of the bones. The skeleton continues to develop for about 30 years, after which it slowly starts to show signs of wearing. These subtle changes allow us to provide an ageat-death range. Stature can be estimated by measuring the long bones. ‘We also look at each bone to check for trauma and pathologies. This information can assist the police to identify who the individual might be. They can compare the demographic profile we provide with missing-person reports and see if there are similarities.’

By doing what I do, I am able to, in some way, give closure to someone’s family who may have been searching for their loved one for many years.

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CREW STORIES

What to do if you find bones you think may be human While Belinda manages the Forensic Anthropology Laboratory at UCT, she is completing her PhD in Forensic Medicine with a research focus on marine decomposition. There is, according to Belinda, only one other research project in the world concentrating on decomposition in the sea. As part of her research, Belinda is studying a pig carcass that is in a cage anchored to the ocean floor in False Bay. She has set up a camera that takes a photograph every 15 minutes. ‘The end goal of the research is that when a body washes up in a state of decomposition we will be better able to give police a starting point for their investigation,’ she says. ‘By doing what I do, I am able to, in some way, give closure to someone’s family who may have been searching for their loved one for many years.’ Belinda grew up in Wilderness and often visited the ‘Sea Rescue station beach’ as a youngster. ‘NSRI has always been around but I never thought about actually joining,’ she says. So what prompted her to join the Melkbos crew? She looks across the room at her husband, Ken, and smiles. ‘Ken is a detective and while he was on a case in Camps Bay he was taken out on Bakoven’s rescue boat, and that did it. ‘And we really like Melkbos. The crew here are so nice.’ Ken and Belinda are on the same duty crew, and I ask if this makes it easier or harder… ‘It would not work if we were on different crews, says Belinda. ‘When

‘If you come across bones that you think are human remains call the police,’ says Belinda. ‘The law compels people to report any human remains they discover. Once it has been established that the bones are of human origin, an investigation can be carried out to establish who the person is and how they died.’ Belinda says that it is crucial that any site where bones are discovered is treated like a crime scene and left undisturbed until the relevant officials have been to the scene.

we joined we were told that you are either at work, at home or at Sea Rescue. And it’s true. There is not much time for anything else. ‘Although we are on the same crew we never go out on the same boat. They are very strict about that,’ says Ken. Is there any competition between them? ‘No,’ says Belinda. Ken grins at her. ‘Except during our first-aid and navigation exams,’ she adds. ‘I was top of the class for both!’ ‘Yes … and I came second,’ laughs Ken. ‘I’ll get you on the next one,’ he adds.

Belinda at work at UCT’s Forensic Pathology Laboratory

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STATION DIRECTORY The NSRI is manned by more than 1 000 volunteers at 35 bases around the coast and on three inland dams. Our volunteers have day jobs but will always respond to your emergency. STN 2 StatCom: STN 3 StatCom: STN 4 StatCom: STN 5 StatCom: STN 6 StatCom: STN 7 StatCom: STN 8 StatCom: STN 9 StatCom: STN 10 StatCom: STN 11 StatCom: STN 12 StatCom: STN 14 StatCom: STN 15 StatCom: STN 16 StatCom:

BAKOVEN Bruce Davidson 082 990 5962 TABLE BAY Pat van Eyssen 082 990 5963 MYKONOS Casper Frylinck 082 990 5966 DURBAN Clifford Ireland 082 990 5948 PORT ELIZABETH Ian Gray 082 990 0828 EAST LONDON Geoff McGregor 082 990 5972 HOUT BAY Lyall Pringle 082 990 5964 GORDON’S BAY Anton Prinsloo 072 448 8482 SIMON’S TOWN Darren Zimmermann 082 990 5965 PORT ALFRED Juan Pretorius 082 990 5971 KNYSNA Jerome Simonis 082 990 5956 PLETTENBERG BAY Deon Truter 082 990 5975 MOSSEL BAY André Fraser 082 990 5954 STRANDFONTEIN Mario Fredericks 082 990 6753

☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎

STN 17 StatCom: STN 18 StatCom: STN 19 StatCom: STN 20 StatCom: STN 21 StatCom: STN 22 StatCom: STN 23 StatCom: STN 24 StatCom: STN 25 StatCom:

HERMANUS Deon Langenhoven (Acting) 082 990 5967 MELKBOSSTRAND Rhine Barnes 082 990 5958 RICHARDS BAY Dorian Robertson 082 990 5949 SHELLY BEACH Jeremiah Jackson (Acting) 082 990 5950 ST FRANCIS BAY Paul Hurley 082 990 5969 VAAL DAM Dick Manten 083 626 5128 WILDERNESS Hennie Niehaus 082 990 5955 LAMBERT’S BAY Marius Louw 060 960 3027 HARTBEESPOORT DAM Rod Pitter 082 990 5961

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STN 26 KOMMETJIE StatCom: Ian Klopper (Acting) 082 990 5979 STN 27 VICTORIA LAKE, GERMISTON StatCom: Graham Hartlett 082 441 6989 STN 28A PORT ST JOHNS StatCom: John Costello 082 550 5430 STN 29 AIRBORNE SEA RESCUE StatCom: Andy Connell 082 990 5980 STN 30 AGULHAS StatCom: Reinard Geldenhuys 082 990 5952 STN 31 STILL BAY StatCom: Enrico Menezies 082 990 5978 STN 32 PORT EDWARD StatCom: John Nicholas 082 990 5951 STN 33 WITSAND StatCom: Attie Gunter 082 990 5957 STN 34 YZERFONTEIN StatCom: Willem Lubbe (Acting) 082 990 5974 STN 35 WITBANK StatCom: Dean Wegerle (Acting) 060 962 2620 STN 36 OYSTER BAY StatCom: Mark Mans 082 990 5968 STN 37 JEFFREYS BAY StatCom: Rieghard Janse van Rensburg 079 916 0390

GENERAL NEEDS

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Data projectors and speakers or flat-screen TVs for training • GoPros or similar waterproof devices to film training sessions • Good-quality waterproof binoculars • Prizes for golf days and fundraising events • Towels for casualties • Groceries such as tea, coffee, sugar and cleaning materials • Long-life energy bars • Wet and dry vacuum cleaners • Dehumidifiers • Small generators • Good-quality toolkits • Top-up supplies for medical kits  • Waterproof pouches for cellphones • Tea cups/coffee mugs/glasses for functions • Training room chairs. You can also make a cash or EFT donation and let us know which rescue base you would like to support. Cheques can be mailed to: NSRI, PO Box 154, Green Point 8051. Deposits can be made at: ABSA, Heerengracht branch Branch code: 506 009 Account number: 1382480607  Account holder: National Sea Rescue Institute Swift code: ABSA-ZA-JJ If you choose to do an EFT, please use your telephone number as a unique reference so that we are able to acknowledge receipt.

40 / SEA RESCUE / SUMMER 2015

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www.macship.com / www.galborg www.macship.com / www.galborg.com

AMERICA

Vigo

Bilbao

Leixoes

New Orleans Houston

Mobile

Jacksonville Immingham

Hamburg Bremen Rotterdam Antwerp

MACS Transatlantic monthly

Altamira

EUROPE

MACS three sailings a month

AMERICA

Vigo Leixoes

Walvis Bay

GAL every three weeks New Orleans Houston

Mobile

SOUTHERN AFRICA

Bilbao

Maputo Richards Bay Durban Port Elizabeth Cape Town

Jacksonville

Johannesburg

MACS Transatlantic monthly

Altamira

MACS three sailings a month

GAL every three weeks

SOUTHERN AFRICA Walvis Bay

WHATEVER YOU NEED TO SHIP

Maputo Richards Bay Durban Port Elizabeth Cape Town

Johannesburg

WHATEVER YOU NEED TO SHIP

HEADOFFICES Hamburg MACS Maritime Carrier Shipping GmbH & Co. HEADOFFICES T: +49 40 3 76 73 – 01 Hamburg hamburg@macship.com MACS Maritime Carrier Shipping GmbH & Co. T: +49 Town 40 3 76 73 – 01 Cape hamburg@macship.com

MACS Maritime Carrier Shipping (Pty) Ltd.

Cape Town T: +27 21 405 3444 MACS Maritime Carrier Shipping (Pty) Ltd. shipping@macship.com T: +27 21 405 3444 shipping@macship.com Houston

Your Multipurpose Line – reliable, flexible, compet

Your Multipurpose Line – reliable, flexible, competitive

Galborg USA LLC Houston T: +1 713 Galborg USA724 LLC 8202 T: +1 713 724 8202 rates@galborgusa.com rates@galborgusa.com

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