To the Managing Director
Sir:
It is with regret and haste that I write this letter to you - regret that such a small misunderstanding could lead to
the following circumstances, and haste in order that you will get this before forming any opinions based on reports
in the world press, which I am sure will tend to over dramatise the affair.
We had just picked up the harbour pilot, and the apprentice had just returned from changing the "G" flag for the
"H" and, this 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, to which he was clinging somewhat tenaciously, I told him to "let go." The lad,
though willing, is not too bright, necessitating my having to repeat the order in a sharper tone.
At this moment, the Chief Officer appeared from the chart room where he had been plotting the vessel's progress,
and thinking that it was the anchors being referred to, 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' whilst the vessel was proceeding at full harbour speed proved too much for the windlass brake
and the entire length of the port anchor chain was pulled out by the roots. I fear that damage to the chain locker
may be extensive. The braking effect of the port anchor naturally caused the vessel to sheer in that direction,
straight toward a swing bridge that spans a tributary to the river up with we were proceeding.
The swing bridge operator showed great presence of mind by opening the bridge for my vessel. Unfortunately, he
did not think to stop vehicular traffic first, the result being that the bridge partly opened and deposited a
Volkswagen, two cyclists and a cattle truck on the foredeck. My ship's company are at present rounding up
the contents of the latter which, from the noise, I would say are pigs. In his efforts to stop progress of the vessel,
the Third Officer dropped the starboard anchor; too late to be of any practical use for it fell on the swing bridge
operator's control cabin.
After 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 asked if there would be a film tonight; my reply would not add
constructively to this report.
Up to now I have confined this report to activities at the forward end of the vessel. Down aft they were having
their own problems. At the moment the port anchor was let go, the Second Officer was supervising the making
fast of the after tug and was lowering the ship's after spring down onto the tug.
The sudden braking effect of the port anchor caused the tug to run in under the stern of my vessel just at the
moment when the propeller was answering my double ring full astern. The prompt action of the Second Officer in
securing the inboard end of the towing spring delayed the sinking of the tug by some minutes, thereby allowing
the safe abandoning of that craft.
It is strange, but at the very same moment of letting go the port anchor there was a power failure ashore. The
fact that we were passing over a 'cable area' at that time might suggest that we may have touched something on
the river bed. It is perhaps lucky that the high tension cables brought down by the foremast were not live,
possibly having been replaced by the underwater cable, but owing to the shore blackout it is impossible to say just
where the pylon fell.
It never fails to amaze me, the actions and behaviour of foreigners during moments of minor crisis. The pilot, for
instance, is at this moment huddled in a corner of my day cabin, alternately 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 addresses of the drivers and insurance companies of the vehicles on my foredeck, which
the Second Officer collected after the somewhat hurried evacuation of the forecastle. These particulars will enable
you to claim for the damage that they did to the railings of the No. 1 hold.
I am closing the preliminary report, for I am finding it difficult to concentrate with the
sound of police car sirens and their flashing lights.
It is sad to think that had the apprentice realised that there is no need to fly pilot flags
after dark, none of this would have happened.
Yours truly,
Master