RNLB Cecil Paine is a retired Liverpool-class non-self-righting lifeboat of the Royal National Lifeboat Institution. It was the second motor lifeboat to be stationed in the English coastal town of Wells-next-the-Sea in the county of Norfolk in the United Kingdom, was on station at Wells from 25 July 1945 until she was sold in June 1965, it had been decided in November 1941 by the district inspector that Wells station should be sent a new Liverpool class motor lifeboat but world events in the shape of the Second World War delayed the new lifeboat's arrival on station. The RNLI wanted to place one of their new twin engine Liverpool class lifeboat at Wells; the prototype of the twin-engined design had been laid down in 1940 but the boatyard was bombed by the Germans destroying this lifeboat which delayed further development work by some time. Wells received their new lifeboat in 1945 and the station was one of the first to receive the new design of lifeboat. Cecil Paine was built by Groves and Guttridge at their boatyard in Cowes on the Isle of Wight for the cost of £7,462.
She was powered by twin 18 bhp Weyburn AE.4 petrol engines. The engines were housed amidships beneath a large whaleback in the open cockpit of the lifeboat; this canopy served the dual purpose of providing some weather protection and shelter for the crew and the rescued. The hull was divided into six watertight compartments with 129 separate air cases; the lifeboat's self bailing capabilities consisted of 18 relieving scuppers, which could free the hull of water in an estimated 20 seconds. The Cecil Paine had a cruising speed of 7.0 kn. The lifeboat weighed in at nearly 8 tons and she was launched with a specially supplied tractor; the lifeboat had been paid for by a donation from the Legacy of a Mr A. C. Paine. After completing all her sea trials she took her place on station on 25 July 1945. Six months after the Cecil Paine arrived in Wells there was an attempt to steal her from her station. Situated at nearby RAF Matlaske there was a small German prisoner of War camp. Seven German POW's impatient to get home to Germany, stole a lorry in the village and had driven it to Wells.
Their plan was to steal the Cecil sail home across the North Sea back to the Continent. As they travelled along Beach Road in Wells, a local garage man by the name of Mr S Abel was suspicious of the erratically driven lorry with no lights on, he promptly reported this to the local police. When the POW's got to the lifeboat station they broke open a window and tried to start the engine of the lifeboat but gave up the attempt; the men were arrested by the Police. Cecil Paine’s first service took place on 9 February 1947; the lifeboat was called out to aid the MV Spirality of London. The ship was anchored two and half miles north-east of Wells Harbour in a strong easterly breeze and rough sea; the Spirality was dragging the three anchors. The lifeboat stood by until a tug arrived at 6 a.m. which took the Spirality in tow and set course for King's Lynn. The lifeboat returned to her station. One of Cecil Paine’s significant service took place on 18 May 1955 which involved the rescue of the crew members of the Turkish steam ship Zor of Istanbul.
The ship carrying a cargo of timber started listing. The vessel was four miles north-west of the Dudgeon lightvessel; the first of two lifeboats to respond to the stricken ship was the Cecil Paine. By this time there was a northerly gale blowing with squalls of sleet; the Zor was listing about forty degrees to starboard. The ship's cargo of timber began to spill into the sea; the captain's wife and some of the crew had left the ship and had gone aboard the steamship Richmond Queen, standing by. After her arrival, Cecil Paine managed to rescue several more of the crew, but four men decided to stay aboard to try to save the vessel. Cecil Paine, now running low on fuel, had to return to her station. RNLB Forester’s Centenary arrived at the scene to relive her. By the time the lifeboat arrived it was clear to Coxswain West of the Sheringham boat, that the Zor was sinking. Coxswain West asked the captain to abandon ship but he refused; the Tug Serviceman arrived on the scene with the intention of taking the Zor in tow.
After the tow began the ship began to list violently. With this turn of events the Captain asked the lifeboat to help them abandon ship. To extract the remaining four men Coxswain West maneuvered the lifeboat to the exposed port side of the ship were a rope was hanging over the side. West steered the lifeboat in to the ship's side and held position whilst the crew slid down the rope to safety on the lifeboat. Within ten minutes of the extraction the ship sank below the waves. For their parts in this rescue, both Coxswain's William Cox of Wells and West of Sheringham were accorded Thanks of the Institution on Vellum. In the following years the lifeboat was involved in several more services and rescues including another joint rescue with Sheringham lifeboat on 31 October 1956 to the SS Wimbledon. Coxswain West of Sheringham had radioed that his Lifeboat's fuel supply was running low and Cecil Paine was launched to the SS Eleanor Brook to collect the ill mate of the Wimbledon, taken aboard the Eleanor Brook and to deliver fuel to the Foresters' Centenary.
In the meantime a Helicopter from RAF Horsham St Faith had landed a doctor aboard the Eleanor Brook to attend to the mate. The doctor made attempts to resuscitate the mate but this proved unsuccessful and he was pronounced dead
Ōan romanized as Ō-an, was a Japanese era name of the Northern Court during the Era of Northern and Southern Courts after Jōji and before Eiwa. This period spanned the years from February 1368 through February 1375; the emperors in Kyoto were Emperor Go-Kōgon and Emperor Go-En'yū The Southern Court rival in Yoshino during this time-frame was Emperor Chōkei. During the Meiji period, an Imperial decree dated March 3, 1911 established that the legitimate reigning monarchs of this period were the direct descendants of Emperor Go-Daigo through Emperor Go-Murakami, whose Southern Court had been established in exile in Yoshino, near Nara; until the end of the Edo period, the militarily superior pretender-Emperors supported by the Ashikaga shogunate had been mistakenly incorporated in Imperial chronologies despite the undisputed fact that the Imperial Regalia were not in their possession. This illegitimate Northern Court had been established in Kyoto by Ashikaga Takauji. 1368 called Ōan gannen: The new era name was created to mark an event or series of events.
The previous era ended and the new one commenced in Jōji 7. In this time frame, Shōhei and Bunchū were Southern Court equivalent nengō. 1368: The Southern Court proclaims Emperor Chōkei's succession to the vacancy created by the death of Emperor Go-Murakami. 1369: Kusunoki Masanori defects to Ashikaga. 1370: Imagawa Sadayo sent to subdue Kyūshū. 1371: Attempts to arrange truce. 1373-1406: Embassies between China and Japan. 1374: En'yū ascends northern throne. Ackroyd, Joyce. Lessons from History: The Tokushi Yoron. Brisbane: University of Queensland Press. ISBN 978-0-7022-1485-1 Mehl, Margaret.. History and the State in Nineteenth-Century Japan. New York: St Martin's Press. ISBN 978-0-312-21160-8. Japan Encyclopedia. Cambridge: Harvard University Press. ISBN 978-0-674-01753-5. Reconfiguring Modernity: Concepts of Nature in Japanese Political Ideology. Berkeley: University of California Press. ISBN 978-0-520-22854-2. Nihon Odai Ichiran. Paris: Royal Asiatic Society, Oriental Translation Fund of Great Britain and Ireland.