Gepost vrijdag 7 Mei 2004 @ 11:21
Ik vond in mijn archief een oud raport waar iemand misschien nog wat aan heeft of wat van kan leren hoe het niet moet.
Ship Casualty Incident Report
May 6, 1983
Mr .K. R. Ghandi, Manager, Operations Gladstone Shipping Company 345 Merriwether Lane, Bombay, India
It is with regret and haste that I write this letter to you; regret that
a small misunderstanding could lead to the following circumstances, and
haste in order that you will get this report before you form your own
pre-conceived opinions from reports in the world press, for I am sure
that they will tend to over dramatize the affair .
We had just
picked up the pilot, and the cadet had returned from changing the G
flag for the H (Pilot aboard), and being his first trip was having
difficulty in rolling the G flag up. I therefore proceeded to show him
how, coming to the last part I told him to let go. The lad, although
willing, is not
too bright, necessitating my having to repeat the order in a sharper tone.
this moment the Chief Officer appeared from the Chart room, having been
plotting the vessel's progress and thinking that it was the anchors to
which I was referring, repeated the let go to the Third Officer on the
forecastle. The port anchor, having been cleared away but not walked
out, was promptly let go. The effect of letting the anchor drop from
the pipe while the vessel was proceeding at full harbor speed proved
too much for the windlass brake and the entire length of the port chain
to the bitter end
was pulled out by the roots. I fear that the damage to the chain locker
be extensive. The braking effect of the port anchor naturally caused
the vessel to sheer in that direction, right towards a swing bridge
that spans a tributary to the river up which we were proceeding.
the swing bridge operator showed great presence of mind by opening the
bridge for my vessel, he unfortunately did not think to stop the
vehicular traffic attempting to cross the bridge. The result of that
miscalculation on his part was that the bridge partly opened and
deposited a Volkswagen van, two bicyclists, and a cattle truck upon the
foredeck of my vessel. My ship's company are at present rounding up the
contents of the latter, which from the noise I would say were pigs. In
his efforts to stop
the progress of the vessel, the Third Officer
dropped the starboard anchor as well, too late to be of practical use
for it fell on the swing bridge Operator’s control cabin.
the port anchor was let go and the vessel started to sheer, I gave a
double ring full astern on the Engine Room Telegraph, and personally
rang the engine room to order maximum astern revolutions. I was
informed that the sea temperature was 53 degrees and was asked if there
was to be a film tonight. My reply would not constructively add to this
Up to now I have confined my report to the activities at
the forward end of my vessel: back aft they were having their own
problems. At the moment that the port anchor was let go, the Second
Officer was supervising the making fast of the after tug and was
lowering the ship's towing line down onto the tug.
The sudden braking effect of the port anchor caused the tug to "run in
the stern counter of my vessel just at the moment when the engine room
answered my double ring for Full Astern. Due to the tug captain's
inattention to his duty, the tug came into contact with the propeller
was on1y the prompt action of the Second Officer in
securing the inboard end of the towing line that delayed the sinking of
the tug for some minutes thereby a1lowing the safe abandoning of that
It is strange, but at the very same moment of letting go
the port anchor , there was a power outage ashore. The fact that we
were passing over a "cable area" in the river at that time may suggest
that we may have touched something on the river bed. It is perhaps
lucky that the high tension
cables brought down by the ship's
foremast were not live, possibly being replaced by the underwater
cable. But owing to the shore blackout it is impossible to say where
the cable towers fell which was probably due to faulty workmanship of
the construction of the towers in the first place.
It never fails
to amaze me when I witness the actions and behavior of foreigners
during moments of minor crisis. The pilot, for instance, is at
moment huddled in the comer of my day cabin, a1temately crooning to
himself and crying after having consumed a bottle of gin in a time that
is worthy of inclusion in the Guinness Book of Records. The tug
captain, on the other hand reacted violently and had to be forcibly
restrained by the Steward, who has him handcuffed in the ship's
hospital where he is telling me to do impossible things with my ship
and my person.
I enclose the names and address of the drivers of the vehicles on my
and their insurance companies which the Third Officer collected after
his somewhat hurried evacuation of the forecastle. These particulars
should prove invaluable in enabling you to claim for the damage that
did to the Ship's railings and the coamings of number one
hold and of course for the expense of the cleanup of the residue left
behind by the pigs who were a bit unnerved by their sudden release from
I am closing this preliminary report, for I am finding it difficult to
concentrate with the sound of police sirens and their flashing lights.
is sad to think that this little mishap could have been avoided
entirely had the cadet rea1ized that their is no need to fly pilot
flags after dark.
For weekly Accountability Report I will assign the following Casualty Numbers T/750l0l T/750l99 inclusive.