mahseer1
17th September 2006, 23:31
There are not many references to collisions in the Brocklebank forum and I wonder if some of you might be interested in the following two, which happened to the same ship in the same river within three weeks of each other. I was 3rd Mate on Masirah between Feb '62 and May '63 along with Capt Simpson, C/O Sam Baxter and 2nd Mate Trev Williams - all the crew were great and she was one of the happiest ships I sailed on.
Towards the end of March '63 we were heading for our berth in New Orleans in a strange fog which only allowed one to see the topmasts of other ships. At about 0830 hrs we only had about a mile to go when we spotted the masts of another ship heading down river. She was fine on the port bow and heading slightly across us. The radar had alerted us to her but her angle of attack seemed to force the pilots to pass starboard to starboard. The Masirah's bow scraped along the other ship's boat deck but damage was relatively slight and well above waterline. I do not recall a major inquiry, but it probably ruined Capt Simpson's whole day. We continued round the Gulf ports without incident and finished up back in New Orleans for loading.
On the evening of April 10th we had to wait for the American freighter "Kenneth McKay" to pass downstream before we could swing into the river for our departure and we had her in sight for all the 8 to midnight watch. The pilot, very laid-back, spent the time in the high pilot's chair with his feet up against the wheelhouse windows regularly demanding mugs of coffee. For those of you who are interested in the anatomy of disasters the following is an abbreviated version of my statement to US Coastguard - we all had to prepare one. Hope it doesn't bore you.
[I]"During the night of April 10th the "Masirah" was proceeding down river from New Orleans and, as 3rd Mate, I was keeping the 8 to midnight watch on the bridge. Visibility was good during this time, though VHF reports from Pilottown and the Passes gave warnings of dense fog in those areas. At about 2330 hrs VHF reports gave improved visibility in the Passes and preparations were made for changing pilots.
At 0008 hrs Cubits Gap light was passed at SLOW AHEAD - lights of Pilottown and anchored ships were clearly visible. I proceeded to hand over to the 2nd Mate. As we approached Pilottown a bank of fog passed across the river, the radar was operating on a range of one and a half miles. The "Masirah's engines were rung to DEAD SLOW AHEAD at 0010 hrs and were stopped at 0012 hrs as we entered the fog bank. We sounded fog signals and the helm was put hard to starboard.
Pilot Booksh boarded at 0013 hrs and the river pilot proceeded to hand over - both were studying the radar. At 0013 hrs the 2nd Mate was sent for'd to prepare for anchoring and I took over telegraphs and movement book. An echo was noted on radar about one-half mile on the port bow and at 0015 hrs a ship's fog signal was heard about two points on the port bow.
At 0016 hrs the steaming lights of a large vessel became visible about three points on the port bow at a distance of about a cable. She was crossing at an angle of about 75 degrees to our heading which was about south-west. FULL ASTERN rung on engines. At 0018 hrs engines were stopped and the "Kenneth McKay's" bow stuck heavily in way of No3 hatch port side, angle of impact about 80 degrees. "Kenneth MacKay" swung to starboard and struck the port bridge wing heavily in passing. At 0019 hrs "Masirah went SLOW AHEAD and swung to starboard to approach anchorage - starboard anchor dropped at 0024 hrs. After the collision all engine movements were given by phone as ER telegraphs were damaged. Pilots Hingle and Booksh left together at 0141 hrs."[I]
Obviously the ship we had tailed all evening had turned in the fog and was proceeding back upstream to anchor.
Damage to the port side of Masirah's No 3 hold was serious - a gash which fortunately did not extend to waterline and allowed us to proceed to Mobile for drydocking and repairs to both bow and shell plating. We felt really sorry for Capt Simpson - he did not deserve these accidents. I also apologise to Sam Baxter who was wakened so rudely at exactly 0018 hrs to the sound of tearing steel outside his cabin. I'm sorry, but everything happened so fast and I was trying to persuade Capt Simpson to leave the port bridge wing where he was shouting obscenities at the "Kenneth MacKay's" bow which was only 5 feet away. I was due to be married on 18 May - I often wonder if God was trying to say something, though I did make the church on time (just).(Smoke)
Towards the end of March '63 we were heading for our berth in New Orleans in a strange fog which only allowed one to see the topmasts of other ships. At about 0830 hrs we only had about a mile to go when we spotted the masts of another ship heading down river. She was fine on the port bow and heading slightly across us. The radar had alerted us to her but her angle of attack seemed to force the pilots to pass starboard to starboard. The Masirah's bow scraped along the other ship's boat deck but damage was relatively slight and well above waterline. I do not recall a major inquiry, but it probably ruined Capt Simpson's whole day. We continued round the Gulf ports without incident and finished up back in New Orleans for loading.
On the evening of April 10th we had to wait for the American freighter "Kenneth McKay" to pass downstream before we could swing into the river for our departure and we had her in sight for all the 8 to midnight watch. The pilot, very laid-back, spent the time in the high pilot's chair with his feet up against the wheelhouse windows regularly demanding mugs of coffee. For those of you who are interested in the anatomy of disasters the following is an abbreviated version of my statement to US Coastguard - we all had to prepare one. Hope it doesn't bore you.
[I]"During the night of April 10th the "Masirah" was proceeding down river from New Orleans and, as 3rd Mate, I was keeping the 8 to midnight watch on the bridge. Visibility was good during this time, though VHF reports from Pilottown and the Passes gave warnings of dense fog in those areas. At about 2330 hrs VHF reports gave improved visibility in the Passes and preparations were made for changing pilots.
At 0008 hrs Cubits Gap light was passed at SLOW AHEAD - lights of Pilottown and anchored ships were clearly visible. I proceeded to hand over to the 2nd Mate. As we approached Pilottown a bank of fog passed across the river, the radar was operating on a range of one and a half miles. The "Masirah's engines were rung to DEAD SLOW AHEAD at 0010 hrs and were stopped at 0012 hrs as we entered the fog bank. We sounded fog signals and the helm was put hard to starboard.
Pilot Booksh boarded at 0013 hrs and the river pilot proceeded to hand over - both were studying the radar. At 0013 hrs the 2nd Mate was sent for'd to prepare for anchoring and I took over telegraphs and movement book. An echo was noted on radar about one-half mile on the port bow and at 0015 hrs a ship's fog signal was heard about two points on the port bow.
At 0016 hrs the steaming lights of a large vessel became visible about three points on the port bow at a distance of about a cable. She was crossing at an angle of about 75 degrees to our heading which was about south-west. FULL ASTERN rung on engines. At 0018 hrs engines were stopped and the "Kenneth McKay's" bow stuck heavily in way of No3 hatch port side, angle of impact about 80 degrees. "Kenneth MacKay" swung to starboard and struck the port bridge wing heavily in passing. At 0019 hrs "Masirah went SLOW AHEAD and swung to starboard to approach anchorage - starboard anchor dropped at 0024 hrs. After the collision all engine movements were given by phone as ER telegraphs were damaged. Pilots Hingle and Booksh left together at 0141 hrs."[I]
Obviously the ship we had tailed all evening had turned in the fog and was proceeding back upstream to anchor.
Damage to the port side of Masirah's No 3 hold was serious - a gash which fortunately did not extend to waterline and allowed us to proceed to Mobile for drydocking and repairs to both bow and shell plating. We felt really sorry for Capt Simpson - he did not deserve these accidents. I also apologise to Sam Baxter who was wakened so rudely at exactly 0018 hrs to the sound of tearing steel outside his cabin. I'm sorry, but everything happened so fast and I was trying to persuade Capt Simpson to leave the port bridge wing where he was shouting obscenities at the "Kenneth MacKay's" bow which was only 5 feet away. I was due to be married on 18 May - I often wonder if God was trying to say something, though I did make the church on time (just).(Smoke)