Captain John P. De Silva

 

Dereliction of duty… But saved by a miracle.

 \After working ashore as a marine surveyor for about eight years, I decided to go back to sea. And I was in command of a 5000 DWT a conventional cargo ship. On my first voyage, around the month March 2004, the ship was to load with bagged cargo in all three holds and on deck with teak logs.

Prior to arrival in Yangon, we were well in advance informed that no was cargo lashing material is available in Yangon, and all have to be imported from Singapore. Therefore, the agents in Yangon wanted to know if the ship required any lashing material, and if so, to send them the requisition as soon as possible. We had well over three weeks before the ship got to Yangon, and therefore we sent our lashing material requisition.

 The cargo was loaded at Yangon and there was adequate lashing material to lash and secure the of teak logs which was loaded on deck and hatch tops of the ship. After a peaceful voyage to Mumbai the cargo discharged.    

In June 2004, the vessel sailed on ballast (No cargo onboard) for Yangon. On the way to Yangon, I received the usual email, from the local checking with me if the ship wanted any lashing material because this time the ship was going to be loaded with Hardwood logs. I was given ample to submit the requisition. But I didn’t order any more lashing material even when my chief officer advised me, we should have more of that.  On arrival at Yangon, the agents informed me that the vessel will be loaded with hardwood logs for Haldia in India. The port of Haldia was situated in Hugli (Ganges) river. Weather was bad in Yangon and also in Bay of Bengal due to the presence of well-developed Southwest Monsoon.

When we received the details of the cargo to load, the Chief Officer came and told me that the lashing material we have onboard was insufficient to lash the heavy logs. Last time when the vessel called at Yangon, it was loaded with Teak logs. Teak logs that were very much small in diameter, length and weight compared to hardwood logs. I did not pay attention and did not order for additional lashing material.

When I saw the cargo (Large timber logs) being loaded on deck, I began to tremble. It was too late for ordering any lashing material at that time. As our charterers had very clearly stated that if we need any dunnage or lashing material, we have to give them at least seven days’ notice. Because Yangon was not Singapore or Bombay to find things at hand.

I realized that I was in deep trouble for ignoring the chief officer advise to order more lashing g material.

Cargo was loaded and we used all the material that was available on board for lashing and securing the cargo which was loaded on deck and hatch tops. On the 5^th of July 2004, the vessel sailed from Yangon and completed the river passage in about eight hours.

As soon as the ship came out of the river, we started to experience severe weather. The distance from Yangon to Haldia in India was about 770 nautical miles.

 

My biggest worry was that the moment I alter course to 312 degrees to head Northward, , the  Southwest monsoonal conditions, which was sea, swell and wind would be on the ship’s beam. In order to avoid this, I planned a zig–zag course which would have delayed the ship's arrival at Hugli Pilot station by about twenty-four hours. Our estimated time to be at this course altering position: Maw din point, which was at the entrance to Bassein river, position Lat. 14 degrees and 55 minutes, Longitude 094 degrees and 45 minutes, was 1030 hours on the 6^th of July.

 When the time to alter course was closing in, I went on the bridge, but before that, I prayed and prayed. Asked for pardon from God for my negligence, arrogance and my self-centred attitude due to which reason now the vessel was threatened to face extremely dangerous situation by way of heavy rolling of the vessel on beam sea and swell. In that situation the lashings of deck cargo, which definitely was inadequate, and if the lashings break the vessel would be in an extremely dangerous and in a uncontrollable position. 

Around 1045 hours on the 6^th of July as estimated the vessel was at the previously mentioned position, the Chief Officer also came to navigating bridge and also asked me if he could slowly do the alteration. I asked him to go ahead and do it. He did it very gently i.e., from a course of about 265 degrees to 312 degrees.

 Praise the Lord! It was a miracle, and the vessel started to ride the swell with only minimum rolling.

The vessel was on that course for nearly three days and there was no change in the movement. The weather was unbelievably bad due to well-developed Southwest monsoon. But the ship arrived at Hugli River pilot station and then at the port of Haldia without any problem.

It was a miracle. Thank the Lord Jesus.

However, I did not sleep soundly during the entire voyage. I must have had a short nap of  one hour at a time during the day but was awake throughout the night.

When the pilot boarded at the river to take the vessel to Haldia, I asked him “Mr. Pilot how long will it take to reach lock gates at port of Haldia?” He said “Captain, because your ship is not doing good speed it will be around four hours.” Which means around 1700 hrs on the 9^th of July. Then I told him “Mr. Pilot, I have not slept for about four days now can I go and take some rest?” He said “Yes, please. I will tell the duty officer when to call you.”

I had lunch alone, as the pilots said that they have already had lunch and thereafter I put my head down.  I thought, I must have been dead to the world for about three hours, and I when I awoke my whole body was soaked in sweat. This was all because of my pride and arrogance. I did not want to listen to the Chief Officer and order more lashing material in time.

 

With the help of God, the vessel safely arrived at Haldia.