Hi fellow sailors,
I know this is not the "humor" echo but the following boat story
was too good NOT to be passed on to the sailing echo. Hope Larry
Scott who posted the story in the humor echo won't mind my 
crossposting it here... Great story Larry!
Dave Wallace
*****************************************************************
Sailors in particular, but anyone having the slightest interest in
things nautical, will appreciate the following letter to the Owner by the
Master of a merchant vessel. Contributed by Captain Neil C. Norton,
former Queen's Harbour Master, Esquimalt, British Columbia, Canada.
              -------------------------
          
Dear 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 report before
you form your own preconceived opinions from reports in the World Press,
for I am sure that they will tend to overdramatise the affair.
         We had just picked up the pilot, and the apprentice had
returned from changing the 'G' flag for the 'H', 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.
         At this moment the Chief Officer appeared from the chartroom,
having been plotting the vessel's progress, and thinking that it was the
anchors that were 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' while the vessel was proceeding at full
harbour speed proved too much for the windlass brake, and the entire
length of the port cable was pulled out 'by the roots'. I fear that the
damage to the chain locker may be extensive. The braking effect of the
port anchor naturally caused the vessel to sheer in that direction,
right towards the 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. Unfortunately he did not think to stop
the vehicular traffic. The result being that the bridge partly opened
and deposited a Volkswagon, 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 were pigs. In his efforts
to stop the progress of the vessel the Third Officer dropped the
starboard anchor, too late to be of 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 temperature was 83 degrees, and was asked if there
was a film tonight. My reply would not add constructively to this report.
         Up to now I have confined my report to the activities at the
forward end of my 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 aft tug, and was lowering the ship's
towing spring down into the tug.
         The sudden braking effect of the port anchor caused the tug to
'run in under' the stern of my vesel, just at the moment when the
propeller was answering my double ring Full Astern. The prompt action of
the Second Officer in securing the shipboard end of the towing spring
delayed the sinking of the tug by some minutes thereby allowing the safe
abandoning of that vessel.
         It is strange, but at the very same moment of letting go the
port anchor there was a power cut ashore. The fact that we were passing
over a 'cable area' 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 foremast were not live, possibly being
replaced by the underwater cable, but owing to the shore blackout it is
impossible to say 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 the 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 forcibly be
restrained by the Steward, who has him handcuffed in the ship's hospital
while 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 Third Officer
collected after his somewhat hurried evacuation of the forecastle. These
particulars will enable you to claim back the damage that they did to
the railings of number one hold.
         I am closing this preliminary report for I am finding it
difficult to concentrate with the sound of police sirens and the
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...
 Thanks to    "jon (j.) bisbey" 
-!-
 ~ RM 1.31 2568 ~  ________ZZZ_"._???________
 ! Origin: The Moose BBS/North Boston, NY, USA/716-646-5438 (1:260/165)
... Catch the Blue Wave!
~~~ Blue Wave v2.12 [NR]
--- Squish/386 v1.11
---------------