After I got down from my last ship, I decided to write the exam for becoming Chief Officer. As soon as I came home, I enquired about the starting of batches in NIPM and HIMT. HIMT informed that they would be starting a batch. Since HIMT was nearer to home, I decided that I would do the course in that institute. Just a day before commencement of the course, I got a call from HIMT saying that they can’t start a batch since they were one candidate short of the required number of candidates. I immediately rang up NIPM and asked them if they were starting the course. They told that they are starting and to come the next day with the required documents and fees. I packed my dress and books and went to Tiruvanmiyur, next day morning, with Raji. I left her there and went to Uthandi. I filled up the necessary forms, attached the required documents and paid the fees. Classes started from that day itself. Classes were from 1000 to 1300 and from 1400 to 1700. The classes were for a period of 3 months.
It was a pain to sit in the class room, listening to the lectures and taking down notes. We had to study for functions like Navigation, Cargo Handling and Stowage and Ship Operation & Care of Personnel. The subjects for phase 1 of the Mate’s course were Practical Navigation/ Chart Work, Cargo Work, Naval Architecture (Ship Stability/Ship Construction), Marine Meteorology/Ocean Currents/Ship’s Routeing and Safety/Damage Control/Maintenance, each of which came under different functions. Each paper required a different pass percentage from 50% to 70%. There was a system that a fail in a subject in a function means that the entire function has to be written again.
Even though I had studied these things during my last exams, it was a bit more advanced now. I used to stay in the week days in Tiruvanmiyur and come home on Friday evening, to go back again on Monday morning. I came back home on 25th December 2004 as usual, after completing my classes. Amma had arranged for a “Sumangali Prarthanai” on 26th. And that was the day when the Tsunami struck Madras. When I went to the institute on Monday, which was the next day after Tsunami, I came to know from my batch mates that the tsunami had caused sea water to enter the hostel areas, after breaking the compound wall.
Three months passed just like that and we had to appear for internal assessment examinations before appearing for the main examination. After clearing the internal assessment examinations, we had to apply for writing the examination in MMD. They would assess the sea time and if found eligible, one can appear for the written examinations.
I wrote the written exams in April first week. The results would come after 2 months. Meanwhile, I had joined the phase 2 classes in HIMT and was going for the classes from home. The timings were from 0700 to 1300. Many of my batch mates from NIPM came here, as the timings were convenient.
This phase had two functions- Navigation and Ship Operation & Care of Personnel. The subjects were Navigational Aids, Bridge Watch keeping, Engineering Knowledge, Naval Architecture (Ship Stability and construction) and Maritime Legislation. Luckily this time the old rule of appearing for the entire function if failed in a single paper ceased to exist.
Phase 1 results had come by the time I completed 2 months of phase 2 classes and I had passed in all the papers. Slowly phase 2 also came to an end and we had to appear for internal assessment examinations once again.
After completing phase 2 classes, I had to undergo 2 mandatory courses. They were Medical Care and Radar, ARPA & Navigation Simulator course. We were eligible to appear for oral examinations only after we have done these two courses. They were 10 days and 7 days courses. By the time these courses had finished, the exams were few days away.
I wrote the exams well and was hoping that I would clear them easily. The oral exams were in the next month and I started preparing for it. I had to refer to the internet many times to get the latest rules and regulations. Oral examination was a very tricky one. Nobody can predict what the examiner would ask. There were several examiners and each one asked in his own way.
We were supposed to know about all the subjects we had written and also about ship handling, various conventions, rules and regulations. It was really very tough preparing for the oral examinations. On the day of my oral examination, I came to know that the examiner was one of the toughest examiners, who rarely passes people. I had prepared whatever I could and hoped for the best.
I entered the room and he was sitting there with another examiner from MMD. He started asking me questions and upon my reply, cross questioned me on my replies. It was almost 1 ½ hours since the examination had started. My throat was so dry that words were difficult to come out. I was managing to answer with great difficulty. Soon, he asked me to wait outside.
I went out and was waiting for the result, with my heart beating so fast. I was called in another 5 minutes and he told that I had passed. Unable to believe, I asked him to repeat it again. He once again told me to carry on and that I have passed the exam.
This was a happy moment in my life. After all, passing this exam meant so much to me. Now I can board a ship as a chief officer. I called up home immediately and informed them. I went home so happily, after getting some sweets to share my happiness with Appa, Amma and Raji.
I went to MMD, the next day to apply for the certificate. I completed the formalities and came back home for a well deserved rest. I got the certificate in about 45 days. I was so thrilled to see the certificate. Now I was certified by the Government of India to sail on ships as a Chief Officer.
Monday, April 5, 2010
twelfth ship- brilliant corners
This was my second ship with Eurasia and this time also I had to join a Cape Size Bulk Carrier in Japan. After completing the formalities like signing of contract and getting my ticket, I flew to Singapore and from there to Tokyo-Narita Airport. The agent’s representative had come to pick me up and this journey to the port, Kawasaki took about 2 hours. The ship was discharging coal there. After part discharging there, the ship discharged the balance cargo in Fukuyama, which is about 36 hours away, in Japan Inland Sea. After completion of discharge, we went to Australia for loading. The load port was Newcastle.
Loading was very fast here and loading was completed in 40 hours. This ship had a maximum cargo capacity of 106,000 MT. The discharging used to take about 3 to 4 days and we used to discharge the entire cargo in one port or two ports, which depended upon the grade of the coal. Since the ship was 25 year old, there were problems here and there but being a Japanese built ship, the ship was good for her age. It was on a regular run from Japan to Australia. During the sailings, we used to have repairs carried out to renew steel which had rusted and thinned down. Since the ship was long and old, we used to stop the ship, in case of any typhoons in the Pacific Ocean and let it pass through.
Once during discharging, I was ballasting the ballast tanks. The seaman on deck noticed water inside a cargo hold and I stopped the pump immediately. Upon further investigation it was found that a welding had given way and water had started leaking inside the cargo hold from the tank. Luckily, the crack was not very big and we managed to weld it.
Transiting the Japan Inland Sea was every seafarer’s nightmare, since there were many fishing boats, passenger ships and various other small boats crossing the ships. There were so many small islands as well, which we had to keep clear. A pilot used to be there to guide us, but it required extra effort from the navigators on board.
After 3 loading operations, we went to dry dock, in Nantong, which is a port in China. We had to sail in the river for about 8 hours to reach the port. This river has so many ports along both the sides. Shanghai lies near the place where this river and sea meet. We went to the ship yard and our ship docked. As the ship was 25 years old, there were many rules and regulations which had to be followed. Many surveys had to be conducted to ensure that the ship was in sea worthy condition.
A team of technicians had been specially flown in from India to measure the thickness of the various plating in the ship, using ultra sound. If the thickness was less than that allowed, then that portion of plating had to be cropped and renewed, after which it is tested to ensure that everything s in order.
The technicians were working throughout the day so that they could complete the gauging of the entire ship in time. In the dry dock, surveyors from classification society inspected the ship and checked the thickness and recommended renewal in many parts inside the cargo holds and inside the ballast tanks. We had to ensure that the works were carried out as required and proper welding was done. So during the dry dock, it was our job to inspect each and every place every day, take photographs and take measurements of the steel being renewed.
It was a pain going inside the cargo holds, inside the tanks and various other spaces in the ship, everyday. Checking the dimensions and welding was a bigger pain. This was not needed to be done by us, but we were instructed by the superintendent. We had to take photos as well.
I went out on days when I had night off. It was a nice city, but food was a problem. So, I preferred to eat in the ship before going out. Language was another problem in China. But the shopkeepers near the port spoke some English. I used to go out, buy some chips and peanuts, make calls to home and come back.
The time in dry dock passed like this and soon we were out of dry dock. We sailed out to Newcastle, in Australia for loading. After completion of loading, the ship came to Mizushima (Japan), where I signed off along with the Captain’s family, Electrical Officer and Fitter.
All of us left the ship and reached Tokyo in the night in a car. Since our flight was in the next day morning, all of us were put up in a hotel for the night. Next day morning, we reached the airport and boarded a flight to Hongkong. From there I came to Bombay and stayed overnight there. I had my flight to Madras the next day early morning and reached home.
This was my last ship as second officer and also with this company.
TOTAL TIME SPENT ON BOARD: 6 months and 17 days
PORTS VISITED: IN INDIA- none
FOREIGN: Fukuyama, Mizushima & Kawasaki (Japan), Nantong (China), Newcastle, Hay Point, Dalrymple Bay& Gladstone (Australia)
Loading was very fast here and loading was completed in 40 hours. This ship had a maximum cargo capacity of 106,000 MT. The discharging used to take about 3 to 4 days and we used to discharge the entire cargo in one port or two ports, which depended upon the grade of the coal. Since the ship was 25 year old, there were problems here and there but being a Japanese built ship, the ship was good for her age. It was on a regular run from Japan to Australia. During the sailings, we used to have repairs carried out to renew steel which had rusted and thinned down. Since the ship was long and old, we used to stop the ship, in case of any typhoons in the Pacific Ocean and let it pass through.
Once during discharging, I was ballasting the ballast tanks. The seaman on deck noticed water inside a cargo hold and I stopped the pump immediately. Upon further investigation it was found that a welding had given way and water had started leaking inside the cargo hold from the tank. Luckily, the crack was not very big and we managed to weld it.
Transiting the Japan Inland Sea was every seafarer’s nightmare, since there were many fishing boats, passenger ships and various other small boats crossing the ships. There were so many small islands as well, which we had to keep clear. A pilot used to be there to guide us, but it required extra effort from the navigators on board.
After 3 loading operations, we went to dry dock, in Nantong, which is a port in China. We had to sail in the river for about 8 hours to reach the port. This river has so many ports along both the sides. Shanghai lies near the place where this river and sea meet. We went to the ship yard and our ship docked. As the ship was 25 years old, there were many rules and regulations which had to be followed. Many surveys had to be conducted to ensure that the ship was in sea worthy condition.
A team of technicians had been specially flown in from India to measure the thickness of the various plating in the ship, using ultra sound. If the thickness was less than that allowed, then that portion of plating had to be cropped and renewed, after which it is tested to ensure that everything s in order.
The technicians were working throughout the day so that they could complete the gauging of the entire ship in time. In the dry dock, surveyors from classification society inspected the ship and checked the thickness and recommended renewal in many parts inside the cargo holds and inside the ballast tanks. We had to ensure that the works were carried out as required and proper welding was done. So during the dry dock, it was our job to inspect each and every place every day, take photographs and take measurements of the steel being renewed.
It was a pain going inside the cargo holds, inside the tanks and various other spaces in the ship, everyday. Checking the dimensions and welding was a bigger pain. This was not needed to be done by us, but we were instructed by the superintendent. We had to take photos as well.
I went out on days when I had night off. It was a nice city, but food was a problem. So, I preferred to eat in the ship before going out. Language was another problem in China. But the shopkeepers near the port spoke some English. I used to go out, buy some chips and peanuts, make calls to home and come back.
The time in dry dock passed like this and soon we were out of dry dock. We sailed out to Newcastle, in Australia for loading. After completion of loading, the ship came to Mizushima (Japan), where I signed off along with the Captain’s family, Electrical Officer and Fitter.
All of us left the ship and reached Tokyo in the night in a car. Since our flight was in the next day morning, all of us were put up in a hotel for the night. Next day morning, we reached the airport and boarded a flight to Hongkong. From there I came to Bombay and stayed overnight there. I had my flight to Madras the next day early morning and reached home.
This was my last ship as second officer and also with this company.
TOTAL TIME SPENT ON BOARD: 6 months and 17 days
PORTS VISITED: IN INDIA- none
FOREIGN: Fukuyama, Mizushima & Kawasaki (Japan), Nantong (China), Newcastle, Hay Point, Dalrymple Bay& Gladstone (Australia)
eleventh ship- dias
This was my first ship in a foreign based company. The ship management company was Eurasia and the crew manning company was Paramount, both of them based in Hongkong with branches all over the world. I went to Bombay for medicals, getting the US visa and signing the contract. As my US visa got delayed, I was allotted a different ship. I came back to Madras, since that ship was scheduled to reach a couple of days late at a port near Jakarta. I signed the contract in Madras office and got the tickets for the flights.
I flew to Bombay from Madras. Next flight was from Bombay to Singapore. There was a waiting time of about 7 hours in Singapore. The airport authorities had displayed that there was a small sightseeing trip for passengers who had to wait for their connecting flight. I got my name enlisted there and went out on their bus to see Sentosa Island. It was a nice place to see. I didn’t have my camera with me and so missed out the opportunity of taking photographs. We came back after completing the tour and I had some more time left to spend before boarding the next flight. I did some window shopping and finally boarded the flight to Jakarta. This was a flight of very less duration. We reached Jakarta in about 40 minutes. After clearing the customs and immigration, we waited for the agent to arrive. There were about 15 of us, including the officers and crew. Finally the agent arrived and all of us left for the port, Cigading, in the bus. We took us 6 hours to reach the port. The traffic was so bad, even worse than Madras! Finally we reached the ship. The signing off crew was ready to disembark. There was no proper handing over, since the ship was being sold. The Filipino crew and officers refused to clear even the smallest doubt. They left after some time, leaving us to find out things for ourselves. The ship was discharging cargo in this port. It was the biggest ship, I had ever sailed in. It had 9 cargo holds and could carry up to 135,000 metric tonnes of cargo. I had the additional job of radio accounting, as there was no radio officer on board. I had to prepare and send routine messages as well, to the owners, managers, charterers and other parties.
Something more about this ship, which I never experienced in any of my ships before this. All ships usually have a fresh water generator, which produces enough water for our consumption. But in this ship, that was faulty and the engineers could not get it working due to non availability of spares. So fresh water was being rationed on board. It was stored in drums, in all decks and the crew used to take water for use from those drums. Further, the hot water pipelines were of some poor PVC material. When hot water was started, these pipe lines used to leak. Because of that, hot water was kept shut, to avoid wastage and to prevent any electrical short circuit. It was fine during summer months, but was very difficult during winter.
We left the port after completion of discharging and went to Singapore for bunkering and provisions. From there the ship sailed to Dampier, in Western Australia. The loading was so fast that they completed loading the entire cargo in 27 hours. We sailed out to Qingdao (China) for discharging the cargo. The discharging was not all that fast and it took about 4 days to complete it. We sailed out to Newcastle (Australia) from there. During the voyage, we had to clean all the nine cargo holds and get them ready to load coal. We berthed in Newcastle, but were idle there as we had some problems with the ship’s generator. We had called for a technician to attend to the problem. We were there in the lay berth for 8 days before we berthed in the other berth. Loading was pretty fast here as well. It completed in 36 hours. We shifted to the anchorage were awaiting the spares for the generator to reach us. As soon as the spares arrived, we sailed out.
Our next port was Lazaro Cardenas (Mexico). We completed discharging there and went to La Libertdad (Ecuador) for bunkering. Our load port was fixed as San Nicolas, in Peru. That was an open port, with no protection from the sea and wind. There were no navigational aids as well. During berthing, there were no tugs to assist us. It was a painful process of bringing the ship alongside the berth with the mooring ropes. At berth, it was even worse. The ship used to surge because of the wind and current. Lots of ropes parted during the loading. The entire loading was completed in 4 days and we were glad it was over. Our next port was Beilun, in China.
The sailing took us more than a month. We had to sail across Pacific Ocean. I had the opportunity to cross the International Date Line twice in this ship. When we go from east to west, we retard a day and when we sail from west to east, we advance a day. After discharging the cargo in the port, we headed to Shanhaiguan shipyard which is further north for dry docking. This shipyard was very near the Great Wall of China. Many went out to see that Wonder. I was unlucky, as my watch timings did not permit me to visit.
It was early winter when we went there. The temperature was sub zero already and we didn’t have hot water to bathe. Such was our plight in that ship. After a few days in the dry dock, it started snowing and the ship was covered with snow everywhere. I had to go inside the ballast tanks and cargo holds to check the works which were going on. It was so difficult to go down the ladders in that temperature to do the checking.
My contract was almost over by that time and I was hoping that I would be relieved soon. My reliever came after 20 days in the dry dock. I was happy that I got relieved. I travelled by car from the port to Beijing, which took about 5 hours. I was lucky enough to pass a tunnel through the Great Wall of China and managed to catch a glimpse of the manmade marvel. I had a flight to Bangkok from there. From Bangkok I flew to Bombay. After changing terminals, took a flight to Madras and reached home.
TOTAL TIME SPENT ON BOARD: 5 months and 24 days
PORT VISITED: FOREIGN- Cigading (Indonesia), Dampier(Australia), Lazaro Cardenas(Mexico), La Libertad (Equador), San Nicolas (Peru), Beilun and Shanhaiguan (China)
INDIA- None
I flew to Bombay from Madras. Next flight was from Bombay to Singapore. There was a waiting time of about 7 hours in Singapore. The airport authorities had displayed that there was a small sightseeing trip for passengers who had to wait for their connecting flight. I got my name enlisted there and went out on their bus to see Sentosa Island. It was a nice place to see. I didn’t have my camera with me and so missed out the opportunity of taking photographs. We came back after completing the tour and I had some more time left to spend before boarding the next flight. I did some window shopping and finally boarded the flight to Jakarta. This was a flight of very less duration. We reached Jakarta in about 40 minutes. After clearing the customs and immigration, we waited for the agent to arrive. There were about 15 of us, including the officers and crew. Finally the agent arrived and all of us left for the port, Cigading, in the bus. We took us 6 hours to reach the port. The traffic was so bad, even worse than Madras! Finally we reached the ship. The signing off crew was ready to disembark. There was no proper handing over, since the ship was being sold. The Filipino crew and officers refused to clear even the smallest doubt. They left after some time, leaving us to find out things for ourselves. The ship was discharging cargo in this port. It was the biggest ship, I had ever sailed in. It had 9 cargo holds and could carry up to 135,000 metric tonnes of cargo. I had the additional job of radio accounting, as there was no radio officer on board. I had to prepare and send routine messages as well, to the owners, managers, charterers and other parties.
Something more about this ship, which I never experienced in any of my ships before this. All ships usually have a fresh water generator, which produces enough water for our consumption. But in this ship, that was faulty and the engineers could not get it working due to non availability of spares. So fresh water was being rationed on board. It was stored in drums, in all decks and the crew used to take water for use from those drums. Further, the hot water pipelines were of some poor PVC material. When hot water was started, these pipe lines used to leak. Because of that, hot water was kept shut, to avoid wastage and to prevent any electrical short circuit. It was fine during summer months, but was very difficult during winter.
We left the port after completion of discharging and went to Singapore for bunkering and provisions. From there the ship sailed to Dampier, in Western Australia. The loading was so fast that they completed loading the entire cargo in 27 hours. We sailed out to Qingdao (China) for discharging the cargo. The discharging was not all that fast and it took about 4 days to complete it. We sailed out to Newcastle (Australia) from there. During the voyage, we had to clean all the nine cargo holds and get them ready to load coal. We berthed in Newcastle, but were idle there as we had some problems with the ship’s generator. We had called for a technician to attend to the problem. We were there in the lay berth for 8 days before we berthed in the other berth. Loading was pretty fast here as well. It completed in 36 hours. We shifted to the anchorage were awaiting the spares for the generator to reach us. As soon as the spares arrived, we sailed out.
Our next port was Lazaro Cardenas (Mexico). We completed discharging there and went to La Libertdad (Ecuador) for bunkering. Our load port was fixed as San Nicolas, in Peru. That was an open port, with no protection from the sea and wind. There were no navigational aids as well. During berthing, there were no tugs to assist us. It was a painful process of bringing the ship alongside the berth with the mooring ropes. At berth, it was even worse. The ship used to surge because of the wind and current. Lots of ropes parted during the loading. The entire loading was completed in 4 days and we were glad it was over. Our next port was Beilun, in China.
The sailing took us more than a month. We had to sail across Pacific Ocean. I had the opportunity to cross the International Date Line twice in this ship. When we go from east to west, we retard a day and when we sail from west to east, we advance a day. After discharging the cargo in the port, we headed to Shanhaiguan shipyard which is further north for dry docking. This shipyard was very near the Great Wall of China. Many went out to see that Wonder. I was unlucky, as my watch timings did not permit me to visit.
It was early winter when we went there. The temperature was sub zero already and we didn’t have hot water to bathe. Such was our plight in that ship. After a few days in the dry dock, it started snowing and the ship was covered with snow everywhere. I had to go inside the ballast tanks and cargo holds to check the works which were going on. It was so difficult to go down the ladders in that temperature to do the checking.
My contract was almost over by that time and I was hoping that I would be relieved soon. My reliever came after 20 days in the dry dock. I was happy that I got relieved. I travelled by car from the port to Beijing, which took about 5 hours. I was lucky enough to pass a tunnel through the Great Wall of China and managed to catch a glimpse of the manmade marvel. I had a flight to Bangkok from there. From Bangkok I flew to Bombay. After changing terminals, took a flight to Madras and reached home.
TOTAL TIME SPENT ON BOARD: 5 months and 24 days
PORT VISITED: FOREIGN- Cigading (Indonesia), Dampier(Australia), Lazaro Cardenas(Mexico), La Libertad (Equador), San Nicolas (Peru), Beilun and Shanhaiguan (China)
INDIA- None
Wednesday, March 10, 2010
ninth ship- gem of vizag
This was my second contract in this ship. But the ship was on coastal run, going between Madras and Vizag. After signing my contract, I joined the ship in Madras. What a state the ship was in! It was covered with a thin film of coal everywhere. There were generators placed on the deck between no.4 and 5 holds and in gangway deck. Later I came to know that the ship’s generators had problems and so these generators were there to supply power for the cranes.
The ship used to load coal in Vizag and discharge it in Madras. The sailing was very less and the port stay was hectic. Since the cranes were being used in both the ports, there was little time for maintenance. We went to Paradip twice for loading and it was a welcome change for us.
I used to do the day watches in Vizag and go out in the evenings there. In Madras, I used to do the night watches. I used to come home after finishing my watches, spend the night at home and go back in the evening. Being in this run had its own advantages. Going out was not a problem and so was the problem with food. I used to eat the ship’s food only when we were sailing or when we were at anchorage. Raji joined me in this ship and was with me for 3 months. Life was good on board, with frequent port stays. But it was also tiring in the ports, with frequent trips to the top of the cranes.
Once during loading in Vizag, the wire parted and the jib of the crane fell down on the cabin of another crane. The crane operator had a very close shave with death. He quickly escaped from the cabin, or else he would have been smashed into pieces. The jib was dismantled, taken to a workshop, the bend straightened and then fitted back. The cabin of other crane had to be made again.
Another time, the ship was in Madras, discharging cargo. I was at home and eating my lunch. Suddenly, I got a call from the chief officer, asking me to come to the ship immediately.Both of us rushed back to the ship. A cyclone has formed in Bay of Bengal and it was to cross coast near Madras. The port authorities had instructed all ships to vacate the berth and go to the anchorage or sail away. So we vacated the berth and went to the anchorage to drop anchor. The wind was very strong and so the anchor was not holding. The Captain thought it prudent to sail away into the deep seas, rather than drop anchor and wait for the cyclone to weather away. Trying to avoid the cyclone, we kept on sailing for a day till we were near the coast of Srilanka. Then we turned back and headed to Madras. The cyclone had cleared away by then and we berthed to discharge the remaining cargo.
Our next cargo was fixed as iron ore, which was to be loaded in Madras. So we went out to the anchorage once again to have the cargo hold cleaned. It took us two days to clean the cargo holds. Then, we berthed in the iron ore jetty and started loading cargo. My passport had expired by then and I had to sign off, since the ship was going to China for discharging and dry dock.I had my baggage packed and ready to disembark. But there was no sign of the reliever. The customs office would be closing by 1800 and I had to clear my baggage before that. The agent told me not to worry about the reliever and asked me to bring my baggage down, so that we could go for the customs clearance. I went along with him, got the clearance and then came outside the harbour, took a taxi and came back home.
TOTAL TIME SPENT ON BOARD: 5 months and 2 days
PORTS VISITED: IN INDIA- MADRAS, VIZAG, PARADIP
FOREIGN: NIL
The ship used to load coal in Vizag and discharge it in Madras. The sailing was very less and the port stay was hectic. Since the cranes were being used in both the ports, there was little time for maintenance. We went to Paradip twice for loading and it was a welcome change for us.
I used to do the day watches in Vizag and go out in the evenings there. In Madras, I used to do the night watches. I used to come home after finishing my watches, spend the night at home and go back in the evening. Being in this run had its own advantages. Going out was not a problem and so was the problem with food. I used to eat the ship’s food only when we were sailing or when we were at anchorage. Raji joined me in this ship and was with me for 3 months. Life was good on board, with frequent port stays. But it was also tiring in the ports, with frequent trips to the top of the cranes.
Once during loading in Vizag, the wire parted and the jib of the crane fell down on the cabin of another crane. The crane operator had a very close shave with death. He quickly escaped from the cabin, or else he would have been smashed into pieces. The jib was dismantled, taken to a workshop, the bend straightened and then fitted back. The cabin of other crane had to be made again.
Another time, the ship was in Madras, discharging cargo. I was at home and eating my lunch. Suddenly, I got a call from the chief officer, asking me to come to the ship immediately.Both of us rushed back to the ship. A cyclone has formed in Bay of Bengal and it was to cross coast near Madras. The port authorities had instructed all ships to vacate the berth and go to the anchorage or sail away. So we vacated the berth and went to the anchorage to drop anchor. The wind was very strong and so the anchor was not holding. The Captain thought it prudent to sail away into the deep seas, rather than drop anchor and wait for the cyclone to weather away. Trying to avoid the cyclone, we kept on sailing for a day till we were near the coast of Srilanka. Then we turned back and headed to Madras. The cyclone had cleared away by then and we berthed to discharge the remaining cargo.
Our next cargo was fixed as iron ore, which was to be loaded in Madras. So we went out to the anchorage once again to have the cargo hold cleaned. It took us two days to clean the cargo holds. Then, we berthed in the iron ore jetty and started loading cargo. My passport had expired by then and I had to sign off, since the ship was going to China for discharging and dry dock.I had my baggage packed and ready to disembark. But there was no sign of the reliever. The customs office would be closing by 1800 and I had to clear my baggage before that. The agent told me not to worry about the reliever and asked me to bring my baggage down, so that we could go for the customs clearance. I went along with him, got the clearance and then came outside the harbour, took a taxi and came back home.
TOTAL TIME SPENT ON BOARD: 5 months and 2 days
PORTS VISITED: IN INDIA- MADRAS, VIZAG, PARADIP
FOREIGN: NIL
eighth ship- gem of paradip
This was my second ship with ETASMC. I signed the contract and was all set to join the ship in Singapore. I was in the office, waiting for the ticket. The ticket came so late that I had just enough time to come home, pick up my baggage and leave for the airport. The chief engineer was also joining with me. Both of us boarded the flight and reached Singapore. From the airport, we went to the boat terminal by car and from there to the ship, which was in anchorage, by boat. The ship was taking provision and bunkers when we reached. Soon, we picked up anchor and proceeded towards of Gulf of Thailand.
We anchored in the port limits of Koshichang and were supposed to load cement clinker there. The loading, which was from small barges, took around 5 days to be completed. The cargo stevedores and other people stayed on board, cooking their own food, eating it and sleeping on their hammocks. It was nice to see them leading such a life. After completion of cargo works, we sailed to Ghana. We were tied up to buoys in the port of Takoradi. Discharging took place into small barges which cam alongside. We part discharges there and went to another place called Tema. Here the ship’s crew operated the cranes for discharging, which is not usual.We completed discharging and went to a port, Lome, in the neighbouring country, Togo. We loaded there and came back to Tema again. After discharging, we went to Owendo, in Gabon, for loading manganese ore. After loading the ship went to Dunkirque, in France.Raji joined here, with other joiners.
From Dunkirque we sailed out to Aviles in Spain. We loaded cargo there and went to Bremen, Germany to discharge the cargo. We managed to go out for some time in Bremen. I bought a beautiful cutlery set there. Our next port was Murmansk, in Russia. The port was at latitude of about 70˚, the highest latitude, I have ever been to. After nearing the coasts of Norway, we had daylight for about 22 hours a day. The sun just seemed to set and within few hours it was back in the horizon. It was a fantastic experience.
As soon as we berthed in Murmansk, the Russian immigration authorities came on board. They checked everybody’s passports and CDCs. As Raji was not having a CDC and a Russian visa, they instructed her not to attempt to go out. Because of that, I was also on board. We went to Gijon, Spain for discharging. After completion of discharging, we went to Dakar in Senegal (West Africa) for loading. This was a place well known for notorious activities and very few people went out. During unberthing, tugs were assisting us. A rope parted suddenly and because of that, the ship lost control and banged on the jetty. There was a huge dent on the shipside. Luckily, there were no cracks on the ship’s plating. Surveyors were called for and they inspected the damage. They had recommended that the plating must be cropped and renewed at the earliest. Since the ship was going to dry dock very soon, that was not a big issue.
We sailed from there to Capetown for fueling. I saw the table mountain when the ship was berthing. It was a nice view of the Table Mountains, with a cloud top. We went to Vizag, which has become so frequent for me. On arrival Vizag, I had completed more than 5 months and since the ship was going for drydock, I opted to be relieved there. I signed off there with Raji and flew back to madras.
TOTAL TIME SPENT ON BOARD:5 months and 15 days
PORTS VISITED: IN INDIA- Vizag
FOREIGN- Singapore, Kohsichang(Thailand), Takoradi(Ghana), Tema(Ghana), Lome(Togo), Owendo(Gabon), Dunkirque(France), Aviles(Spain), Bremen(Germany), Murmansk(Russia), Gijon(Spain), Dakar(Senegal), Cape Town(South Africa)
We anchored in the port limits of Koshichang and were supposed to load cement clinker there. The loading, which was from small barges, took around 5 days to be completed. The cargo stevedores and other people stayed on board, cooking their own food, eating it and sleeping on their hammocks. It was nice to see them leading such a life. After completion of cargo works, we sailed to Ghana. We were tied up to buoys in the port of Takoradi. Discharging took place into small barges which cam alongside. We part discharges there and went to another place called Tema. Here the ship’s crew operated the cranes for discharging, which is not usual.We completed discharging and went to a port, Lome, in the neighbouring country, Togo. We loaded there and came back to Tema again. After discharging, we went to Owendo, in Gabon, for loading manganese ore. After loading the ship went to Dunkirque, in France.Raji joined here, with other joiners.
From Dunkirque we sailed out to Aviles in Spain. We loaded cargo there and went to Bremen, Germany to discharge the cargo. We managed to go out for some time in Bremen. I bought a beautiful cutlery set there. Our next port was Murmansk, in Russia. The port was at latitude of about 70˚, the highest latitude, I have ever been to. After nearing the coasts of Norway, we had daylight for about 22 hours a day. The sun just seemed to set and within few hours it was back in the horizon. It was a fantastic experience.
As soon as we berthed in Murmansk, the Russian immigration authorities came on board. They checked everybody’s passports and CDCs. As Raji was not having a CDC and a Russian visa, they instructed her not to attempt to go out. Because of that, I was also on board. We went to Gijon, Spain for discharging. After completion of discharging, we went to Dakar in Senegal (West Africa) for loading. This was a place well known for notorious activities and very few people went out. During unberthing, tugs were assisting us. A rope parted suddenly and because of that, the ship lost control and banged on the jetty. There was a huge dent on the shipside. Luckily, there were no cracks on the ship’s plating. Surveyors were called for and they inspected the damage. They had recommended that the plating must be cropped and renewed at the earliest. Since the ship was going to dry dock very soon, that was not a big issue.
We sailed from there to Capetown for fueling. I saw the table mountain when the ship was berthing. It was a nice view of the Table Mountains, with a cloud top. We went to Vizag, which has become so frequent for me. On arrival Vizag, I had completed more than 5 months and since the ship was going for drydock, I opted to be relieved there. I signed off there with Raji and flew back to madras.
TOTAL TIME SPENT ON BOARD:5 months and 15 days
PORTS VISITED: IN INDIA- Vizag
FOREIGN- Singapore, Kohsichang(Thailand), Takoradi(Ghana), Tema(Ghana), Lome(Togo), Owendo(Gabon), Dunkirque(France), Aviles(Spain), Bremen(Germany), Murmansk(Russia), Gijon(Spain), Dakar(Senegal), Cape Town(South Africa)
Friday, March 5, 2010
seventh ship- gem of vizag
This was my first ship, after I resigned from Shipping Corporation of India. This ship was owned by West Asia Maritime Limited and managed by ETA Ship Management Company, Madras. Since the office was in Madras, it was easier to join ship. There was no need to go to Bombay. I was supposed to join this ship in Korea.WAM had bought this ship from her Croatian owners and we had to take over the ship from the Croatians.
I signed the contract and was scheduled to join the ship in Pusan, South Korea. Everybody, except for the Master and Chief Engineer was supposed to join together. We officers were from Madras and the crew was from Bombay. We had to fly to Bombay and then all of us had to fly to Pusan. Our route was Bombay -Bangkok - Hongkong – Seoul.We went to Hongkong without any problems. But the flight had landed late in Hongkong and so the connecting flight had left without us. We approached the airlines staff, who told that they would make arrangements for us to stay in Hongkong and put us in the next flight to Seoul. We were almost out of the terminal, when a person came to us and told us to take a flight to Bangkok and from there to Seoul.So, we had to fly back to Bangkok again. We boarded a flight and reached Seoul, after a long flight. A bus was ready for us and it took us to Pusan, which was about 5 hours drive. The ship was in anchorage and so we had to board a boat, which took us to the ship. It was late evening by the time we reached the ship. The crew and officers, who were leaving the ship, left shortly, even without proper handing over.We picked up anchor and started proceeding towards high seas, when the engine broke down. The sea was rough and wind was very strong. Due to this the ship, started rolling very badly. Things started banging and breaking in the cabins, bridge and other places. There was total chaos in the ship. Crew members started wearing their lifejackets and were getting ready to abandon the ship, if needed.There was a tiny reset switch, which nobody knew in the engine room. After several phone calls to the old owners and the new owners, the chief engineer traced out the small reset switch and reset it. The engine started after that. Everybody thanked their lucky stars and heaved a sigh of relief.
Our first loading was in Australia. On our way to the loading port, we had to navigate between the Great Barrier Reef and the coast of Australia. It was nice to see the coral reefs, every now and then. The sea water looked so clean, that we could see the reefs submerged inside the sea. We loaded there and came all the way to Vizag for discharging.After 15 days of anchorage, we berthed. Raji had come along with another officer’s wife and his father. She stayed on board during the port stay. Owners came on board and saw the ship. We went to South Africa from Vizag for loading. During loading, one crane had a major repair. It took almost 24 hours to get it working.We went to Vitoria, Brazil for discharging.On our way to Brazil, we experienced very rough seas, with wind speed of about 70 knots. The ship was barely moving during that period. We completed discharging and went to another port in Brazil, Rio Di Janeiro for loading. Before loading, we had to clean and wash all the cargo holds and the next port was not even a day’s sailing away. The crew demanded extra overtime for doing that in a short time, which the Captain did not agree to. All the officers and engineers got into action and we started cleaning a cargo hold. Meanwhile, the Captain talked to the office and the crew, after which they agreed to clean. By this time we had completed cleaning one cargo hold. Somehow, we managed to clean all the cargo holds just before arrival. We were loading steel products and so that took time. I went out along with other colleagues and saw the world famous Copa Cabana Beach.
It was a long sailing of 40 days to our discharge port, Port Klang (Malaysia). Till date this is the longest nonstop sailing I have done. Raji joined me there, along with two more families. This is the first time she was sailing. We went to Singapore from there. Raji and myself went out to Serangoon Road, had a nice south Indian tiffin, went around Mustafa Center and came back. Next port was Hongkong. We were in anchorage there. We went out once there also. Next discharge port was Kao Hsiung (Taiwan). The sea was a bit rough and because of that, Raji had seasickness.
After completing discharging in Taiwan, we went to Australia, again. It was a very long anchorage here. We had to wait for 15 days to get berth. I was lucky to go out here too. I did some shopping with Raji and came back. The ship was almost set to sail back to India, by the time we came back.
We came back to Vizag and it was more than 6 months since I joined the ship. I got my reliever here in Vizag and signed off along with Raji.
This was the first time I was working on contract and it was quite a nice experience, particularly with lots of tamil speaking people on board.
TOTAL TIME SPENT ON BOARD: 6 months and 9 days
PORT VISITED: INDIA- Vizag
OUTSIDE INDIA- Pusan(S.Korea), Hay Point(Australia), Richards Bay(South Africa), Vitoria & Rio Di Janeiro(Brazil), Port Klang(Malaysia), Singapore, Hongkong, Kao Hsiung(Taiwan), Dalrymple Bay(Australia)
I signed the contract and was scheduled to join the ship in Pusan, South Korea. Everybody, except for the Master and Chief Engineer was supposed to join together. We officers were from Madras and the crew was from Bombay. We had to fly to Bombay and then all of us had to fly to Pusan. Our route was Bombay -Bangkok - Hongkong – Seoul.We went to Hongkong without any problems. But the flight had landed late in Hongkong and so the connecting flight had left without us. We approached the airlines staff, who told that they would make arrangements for us to stay in Hongkong and put us in the next flight to Seoul. We were almost out of the terminal, when a person came to us and told us to take a flight to Bangkok and from there to Seoul.So, we had to fly back to Bangkok again. We boarded a flight and reached Seoul, after a long flight. A bus was ready for us and it took us to Pusan, which was about 5 hours drive. The ship was in anchorage and so we had to board a boat, which took us to the ship. It was late evening by the time we reached the ship. The crew and officers, who were leaving the ship, left shortly, even without proper handing over.We picked up anchor and started proceeding towards high seas, when the engine broke down. The sea was rough and wind was very strong. Due to this the ship, started rolling very badly. Things started banging and breaking in the cabins, bridge and other places. There was total chaos in the ship. Crew members started wearing their lifejackets and were getting ready to abandon the ship, if needed.There was a tiny reset switch, which nobody knew in the engine room. After several phone calls to the old owners and the new owners, the chief engineer traced out the small reset switch and reset it. The engine started after that. Everybody thanked their lucky stars and heaved a sigh of relief.
Our first loading was in Australia. On our way to the loading port, we had to navigate between the Great Barrier Reef and the coast of Australia. It was nice to see the coral reefs, every now and then. The sea water looked so clean, that we could see the reefs submerged inside the sea. We loaded there and came all the way to Vizag for discharging.After 15 days of anchorage, we berthed. Raji had come along with another officer’s wife and his father. She stayed on board during the port stay. Owners came on board and saw the ship. We went to South Africa from Vizag for loading. During loading, one crane had a major repair. It took almost 24 hours to get it working.We went to Vitoria, Brazil for discharging.On our way to Brazil, we experienced very rough seas, with wind speed of about 70 knots. The ship was barely moving during that period. We completed discharging and went to another port in Brazil, Rio Di Janeiro for loading. Before loading, we had to clean and wash all the cargo holds and the next port was not even a day’s sailing away. The crew demanded extra overtime for doing that in a short time, which the Captain did not agree to. All the officers and engineers got into action and we started cleaning a cargo hold. Meanwhile, the Captain talked to the office and the crew, after which they agreed to clean. By this time we had completed cleaning one cargo hold. Somehow, we managed to clean all the cargo holds just before arrival. We were loading steel products and so that took time. I went out along with other colleagues and saw the world famous Copa Cabana Beach.
It was a long sailing of 40 days to our discharge port, Port Klang (Malaysia). Till date this is the longest nonstop sailing I have done. Raji joined me there, along with two more families. This is the first time she was sailing. We went to Singapore from there. Raji and myself went out to Serangoon Road, had a nice south Indian tiffin, went around Mustafa Center and came back. Next port was Hongkong. We were in anchorage there. We went out once there also. Next discharge port was Kao Hsiung (Taiwan). The sea was a bit rough and because of that, Raji had seasickness.
After completing discharging in Taiwan, we went to Australia, again. It was a very long anchorage here. We had to wait for 15 days to get berth. I was lucky to go out here too. I did some shopping with Raji and came back. The ship was almost set to sail back to India, by the time we came back.
We came back to Vizag and it was more than 6 months since I joined the ship. I got my reliever here in Vizag and signed off along with Raji.
This was the first time I was working on contract and it was quite a nice experience, particularly with lots of tamil speaking people on board.
TOTAL TIME SPENT ON BOARD: 6 months and 9 days
PORT VISITED: INDIA- Vizag
OUTSIDE INDIA- Pusan(S.Korea), Hay Point(Australia), Richards Bay(South Africa), Vitoria & Rio Di Janeiro(Brazil), Port Klang(Malaysia), Singapore, Hongkong, Kao Hsiung(Taiwan), Dalrymple Bay(Australia)
Saturday, February 27, 2010
sixth ship- ravidas
I joined this ship, ‘Ravidas’ in Madras and the ship was loading granite blocks for Italy. The cargo work was almost over and securing of the blocks was going on. Within a couple of hours, the ship was ready to sail. I finished the departure stations and went to sleep. This was my first ship as second officer. Even though I did not have the certificate as second officer, I had to do the second officer’s job on board. At sea, my watches were from 0000 to 0400 and 1200 to 1600. Apart from this I had to look after the ship’s medicines, nautical publications and also had to do the voyage planning. In ports, my watch was from 1800 to 0600. As my first ship, was a sister ship of this ship, I did not find any problem in getting used to the ship. But this ship had cranes, whereas Tulsidas did not have the cranes.
Few years ago, this ship had met with a collision, near the south coast of Srilanka, which caused a major damage to the ship, near no. 3 cargo hold. The ship was towed and repaired and now it looked as good as new.
I came to know from other crew members that the previous second officer was not doing his duties properly and was caught sleeping when on duty by the Captain. Because of that, the second officer made an excuse to get down and so was hospitalised for nothing. I started a new phase in my career as second officer. This ship was also doing the UK run, which was so familiar to me, now.
Life was good as a second officer. I did not have to go on deck to work, apart from the port watches. The Captain was very friendly. He had an electric cooker in his cabin and often asked to make sambar in his cabin. The Ch. Off was a couple of batches senior to me and we were almost like friends. The other officers were also quite friendly and we used to have a nice time watching movies together in the evenings.
Time flew so fast in this ship, because of the good crowd we had on board. Once, when the ship, had gone to a place called Civitavecchia, in Italy, the port had some holidays. I went to Pisa along with 3 other officers. I saw the leaning tower of Pisa. It looked amazing. The journey was made in trains and buses. Without knowing a single word of Italian, we went all the way to Pisa and came back.
When the ship came back to Bombay, after a voyage to UK, I went to MMD, Bombay and got my Second Mate’s Certificate and I was a full-fledged second officer now. I informed Appa and Amma of the same. I bought sweets and distributed it to the ship’s crew. I also bought some sweets for Appa and Amma, as the ship was to call Madras after Bombay.
Another time, as soon as we crossed Suez Canal and entered Mediterranean Sea, the sea became rough and the ship started rolling up to 45˚ on either side. Since the ship, was carrying general cargo, this rolling is dangerous for the cargo and the ship. We tried altering the course, but the rolling continued. It was like that till we entered Atlantic Ocean. Luckily, the cargo remained as it was and no damage had taken place.
There was a volcano, in Mediterranean Sea, which had very recently erupted and we altered course to go near the mountain to see the volcano. The eruption had subsided, but we could see smoke coming out.
The ship went to Norway and Sweden, during one of the voyages. The passage was so beautiful, with small islands on both sides, covered with greenery. The port in Norway was very close to the town. It was hardly 5 minutes walk from the ship. I used to go out almost every day for a stroll. It was almost similar in Sweden. Nature at its best can be seen in such places. During the winter, we were in England and the port was closed for Christmas. We had nothing to do, as it was snowing heavily. This was the first time I was seeing snow, even though I was seeing sub-zero temperatures right from my first ship. The whole ship was covered with snow and so was the jetty. We young officers decided to make the most of the snow. So we went to the jetty and made a snowman, decorated it with cap, tie and other things and took lots of photographs. That’s one memorable thing in my life.
After a couple of voyages to UK, the ship was routed to Far East, a place I never had been. We completed discharging in Haldia and then started loading for Japan. I was off watch and was sleeping. All of a sudden, the Captain called me and told me that Calcutta office had got a call from Madras office, saying that I have to contact home urgently. I was shocked, not knowing what to do. I went to the town, called up home and spoke to Appa. He said that they had seen a girl for me in Tiruvanmiyur and that they liked the girl. Appa gave the phone number of their home and asked me to call her father and speak to him. Not knowing what to speak, I called up that number and told that I was Prakash and told that Appa had asked me to call. I don’t remember what I spoke, but the call was for a few minutes only. Then, I called up Appa and told him that I had talked to them. Appa told that he had posted a letter along with a photo of the girl. I told him that I will see the photo and let him know my decision.
The ship sailed for Japan via Singapore. I got Appa’s letter there in Singapore and I saw Raji’s photo. When I went out in Singapore, I called up Appa and informed him that I like the girl’s photo and that he can proceed further. I bought a watch for Amma, a gold chain for Appa, the Sony music system, which I had all these years and a world band radio. From Singapore the ship went to several ports in Japan. I saw the city of Kobe recovering from the earthquake. It was a sight to see the vast rumbles of concrete being cleared there. I also went to Osaka, where I saw the world trade center. I went up all the way to the 57th floor and saw the sprawling city of Osaka. The ship also went to Taiwan, before coming back to India.
The ship berthed in Bombay and I was happy. The reason was Appa and Amma would be there in Bombay, the next day, along with Raji and her parents. I had told Appa that I would come to the station to receive them. I finished my port watch and left for Dadar station, only to find the train running late. The train arrived about 3 hours late. I saw Appa, Amma get down from the train. Following them were Raji and her parents. I saw Raji for the first time in my life. I was very much excited on seeing all of them. But I had to leave for ship. With a heavy heart, I left for the ship. I told Appa that I would come to Mulund the next day and that all of us would go to Thane to see Raji.
I could not wait for the next day morning. After finishing my watch, I left for Mulund and reached there by an auto. All of us went to Thane to Raji’s Mama’s place to see her. We saw all of them there and I managed to talk a little to Raji in private. Extremely happy, all of us returned back to Mulund. I had told Appa and Amma that I liked the girl and to go ahead with other formalities.
I returned back to the ship, extremely tired, but excited and happy. Next day, Appa and Amma, Raji and her parents were supposed to come to the ship. But due to bus strike, Appa and Amma could not make it. I waited for them in VT station and they reached there. I took them to the ship and showed them around. I introduced them to the Captain and other officers on board. The ship sailed out of Bombay the next day. These three days in Bombay were so tiring and hectic, but unforgettable moments. I had met my life partner and that too in an innovative way.
We went to Kandla, loaded part of the cargo and then came to Tuticorin. The ship was in anchorage and was expected to be in anchorage for another 10 days. When I was casually speaking to the Captain, he told me that if I wanted, I could go home and come back before the ship sails. I was happy on hearing that. We were running short of fresh water and so we had asked for water. A barge(small boat ) came alongside us to supply water. The Captain called me as soon as the barge had come and asked me to get ready to go home. I got down in the barge and they took me to the fishing harbour. I went outside the gate and I got a lift from a guy and went to the bus stand. A bus for Madras was coming out and I jumped inside the bus. I was home next day morning.
Appa called up Raji’s father and told him that the next day was auspicious day and that we can have the engagement on that day. Appa rang up all relatives and friends and informed them regarding the engagement. How fast things developed! I was going to be engaged and that also all of a sudden. Next day evening, Raji, her parents, sisters and few of their relatives came to our home and the engagement took place in a simple manner.
Appa had developed hernia and the doctor had advised him to get operated as soon as possible. With my presence, Appa had the operation done and he was home, the next day after operation. Vidya , Pasupathi and Pavitra went back to Bangalore via Pondicherry.
We celebrated Diwali nicely. It was nice to be back home and spend some days at home after 10 months. I went to Tiruvanmiyur to see Raji, before going back to Tuticorin. The ship left for Mangalore few hours after I reached the ship. I conveyed my sincerest thanks to the Captain for letting me go home.
We completed the loading in Mangalore and then went to Marina Di Carrara, a place in Italy. I went out there, ate the real Italian Pizza and later called up home and Raji’s home. Raji informed me that her grandmother had passed away. Vidya’s mother-in-law had also passed away. We went to Bilbao, in Spain and from there to various ports in Europe. I bought a diamond ring for Raji in Antwerp. This period of life was so interesting. I used to write letters to Raji and she used to reply back. Every port, I used to go out to make phone calls.
After completing discharging and loading, we came back to India. We were in Bombay inner anchorage, discharging cargo. We used to have boat service for the crew to go ashore. I went out, one day, after completing my watch. Since Raji’s birthday was nearing I thought of giving her a present. I bought a churidhar and couriered it to her. Since I had requested for relief, I had my reliever on board. I had also asked the Captain to relieve me after some days so that I can complete the time for my next exams. Captain was more than happy to have me on board.
We went to Madras from Bombay and I got a chance to visit Appa/Amma again. During one of those days, the clothes for the marriage were purchased. Raji came home and we showed her all those things, which we had bought. Again, I lost my sleep, but was very happy. We left Madras and our next port was Vizag. I told Captain that I would like to get down, to which he reluctantly agreed. He was saying to me to get Raji on board and that he would get us married on board (Captains have the power to get people married and that is legally valid). I knew that he was saying it just like that. But it showed the immense love he had for me. Such Captains are very rare to find now. We arrived and anchored in Vizag. I hosted a sign off cum marriage party for all the ship’s officers and crew. That was one memorable party I had in my entire sea career. We berthed after five days and those five days were the longest five days in my life. As soon as we berthed, I told Captain that I have to go home. With lot s of reluctance, he arranged for me to sign off. I cleared customs and immigration and was put in a hotel foe the night. I rang up home and told that I would be coming back to Madras the next day morning by flight. Next day morning, I reached Madras and everybody was waiting for me. Raji was there too, to welcome me. My parents and her parents must have let out a huge sigh of relief to see me back, two days before the wedding.
With this ship, I ended my career with Shipping Corporation of India.
TIME SPENT ON BOARD: 11 months and 25 days
PORTS VISITED: IN INDIA- Bombay, Madras, Calcutta, Haldia, Vizag, Kandla, Mangalore
FOREIGN: Suez & Port Said(Egypt), Marina Di Carrara(Italy), Hamburg(Germany), Uddevalla(Norway), Arendal(Norway), Antwerp(Belgium), Bilbao(Spain), Swansea & Middlesbrough(U.K), Singapore, Kaohsiung(Taiwan), Kure, Uno, Kokura, Kashima, Kobe & Osaka(Japan)
Few years ago, this ship had met with a collision, near the south coast of Srilanka, which caused a major damage to the ship, near no. 3 cargo hold. The ship was towed and repaired and now it looked as good as new.
I came to know from other crew members that the previous second officer was not doing his duties properly and was caught sleeping when on duty by the Captain. Because of that, the second officer made an excuse to get down and so was hospitalised for nothing. I started a new phase in my career as second officer. This ship was also doing the UK run, which was so familiar to me, now.
Life was good as a second officer. I did not have to go on deck to work, apart from the port watches. The Captain was very friendly. He had an electric cooker in his cabin and often asked to make sambar in his cabin. The Ch. Off was a couple of batches senior to me and we were almost like friends. The other officers were also quite friendly and we used to have a nice time watching movies together in the evenings.
Time flew so fast in this ship, because of the good crowd we had on board. Once, when the ship, had gone to a place called Civitavecchia, in Italy, the port had some holidays. I went to Pisa along with 3 other officers. I saw the leaning tower of Pisa. It looked amazing. The journey was made in trains and buses. Without knowing a single word of Italian, we went all the way to Pisa and came back.
When the ship came back to Bombay, after a voyage to UK, I went to MMD, Bombay and got my Second Mate’s Certificate and I was a full-fledged second officer now. I informed Appa and Amma of the same. I bought sweets and distributed it to the ship’s crew. I also bought some sweets for Appa and Amma, as the ship was to call Madras after Bombay.
Another time, as soon as we crossed Suez Canal and entered Mediterranean Sea, the sea became rough and the ship started rolling up to 45˚ on either side. Since the ship, was carrying general cargo, this rolling is dangerous for the cargo and the ship. We tried altering the course, but the rolling continued. It was like that till we entered Atlantic Ocean. Luckily, the cargo remained as it was and no damage had taken place.
There was a volcano, in Mediterranean Sea, which had very recently erupted and we altered course to go near the mountain to see the volcano. The eruption had subsided, but we could see smoke coming out.
The ship went to Norway and Sweden, during one of the voyages. The passage was so beautiful, with small islands on both sides, covered with greenery. The port in Norway was very close to the town. It was hardly 5 minutes walk from the ship. I used to go out almost every day for a stroll. It was almost similar in Sweden. Nature at its best can be seen in such places. During the winter, we were in England and the port was closed for Christmas. We had nothing to do, as it was snowing heavily. This was the first time I was seeing snow, even though I was seeing sub-zero temperatures right from my first ship. The whole ship was covered with snow and so was the jetty. We young officers decided to make the most of the snow. So we went to the jetty and made a snowman, decorated it with cap, tie and other things and took lots of photographs. That’s one memorable thing in my life.
After a couple of voyages to UK, the ship was routed to Far East, a place I never had been. We completed discharging in Haldia and then started loading for Japan. I was off watch and was sleeping. All of a sudden, the Captain called me and told me that Calcutta office had got a call from Madras office, saying that I have to contact home urgently. I was shocked, not knowing what to do. I went to the town, called up home and spoke to Appa. He said that they had seen a girl for me in Tiruvanmiyur and that they liked the girl. Appa gave the phone number of their home and asked me to call her father and speak to him. Not knowing what to speak, I called up that number and told that I was Prakash and told that Appa had asked me to call. I don’t remember what I spoke, but the call was for a few minutes only. Then, I called up Appa and told him that I had talked to them. Appa told that he had posted a letter along with a photo of the girl. I told him that I will see the photo and let him know my decision.
The ship sailed for Japan via Singapore. I got Appa’s letter there in Singapore and I saw Raji’s photo. When I went out in Singapore, I called up Appa and informed him that I like the girl’s photo and that he can proceed further. I bought a watch for Amma, a gold chain for Appa, the Sony music system, which I had all these years and a world band radio. From Singapore the ship went to several ports in Japan. I saw the city of Kobe recovering from the earthquake. It was a sight to see the vast rumbles of concrete being cleared there. I also went to Osaka, where I saw the world trade center. I went up all the way to the 57th floor and saw the sprawling city of Osaka. The ship also went to Taiwan, before coming back to India.
The ship berthed in Bombay and I was happy. The reason was Appa and Amma would be there in Bombay, the next day, along with Raji and her parents. I had told Appa that I would come to the station to receive them. I finished my port watch and left for Dadar station, only to find the train running late. The train arrived about 3 hours late. I saw Appa, Amma get down from the train. Following them were Raji and her parents. I saw Raji for the first time in my life. I was very much excited on seeing all of them. But I had to leave for ship. With a heavy heart, I left for the ship. I told Appa that I would come to Mulund the next day and that all of us would go to Thane to see Raji.
I could not wait for the next day morning. After finishing my watch, I left for Mulund and reached there by an auto. All of us went to Thane to Raji’s Mama’s place to see her. We saw all of them there and I managed to talk a little to Raji in private. Extremely happy, all of us returned back to Mulund. I had told Appa and Amma that I liked the girl and to go ahead with other formalities.
I returned back to the ship, extremely tired, but excited and happy. Next day, Appa and Amma, Raji and her parents were supposed to come to the ship. But due to bus strike, Appa and Amma could not make it. I waited for them in VT station and they reached there. I took them to the ship and showed them around. I introduced them to the Captain and other officers on board. The ship sailed out of Bombay the next day. These three days in Bombay were so tiring and hectic, but unforgettable moments. I had met my life partner and that too in an innovative way.
We went to Kandla, loaded part of the cargo and then came to Tuticorin. The ship was in anchorage and was expected to be in anchorage for another 10 days. When I was casually speaking to the Captain, he told me that if I wanted, I could go home and come back before the ship sails. I was happy on hearing that. We were running short of fresh water and so we had asked for water. A barge(small boat ) came alongside us to supply water. The Captain called me as soon as the barge had come and asked me to get ready to go home. I got down in the barge and they took me to the fishing harbour. I went outside the gate and I got a lift from a guy and went to the bus stand. A bus for Madras was coming out and I jumped inside the bus. I was home next day morning.
Appa called up Raji’s father and told him that the next day was auspicious day and that we can have the engagement on that day. Appa rang up all relatives and friends and informed them regarding the engagement. How fast things developed! I was going to be engaged and that also all of a sudden. Next day evening, Raji, her parents, sisters and few of their relatives came to our home and the engagement took place in a simple manner.
Appa had developed hernia and the doctor had advised him to get operated as soon as possible. With my presence, Appa had the operation done and he was home, the next day after operation. Vidya , Pasupathi and Pavitra went back to Bangalore via Pondicherry.
We celebrated Diwali nicely. It was nice to be back home and spend some days at home after 10 months. I went to Tiruvanmiyur to see Raji, before going back to Tuticorin. The ship left for Mangalore few hours after I reached the ship. I conveyed my sincerest thanks to the Captain for letting me go home.
We completed the loading in Mangalore and then went to Marina Di Carrara, a place in Italy. I went out there, ate the real Italian Pizza and later called up home and Raji’s home. Raji informed me that her grandmother had passed away. Vidya’s mother-in-law had also passed away. We went to Bilbao, in Spain and from there to various ports in Europe. I bought a diamond ring for Raji in Antwerp. This period of life was so interesting. I used to write letters to Raji and she used to reply back. Every port, I used to go out to make phone calls.
After completing discharging and loading, we came back to India. We were in Bombay inner anchorage, discharging cargo. We used to have boat service for the crew to go ashore. I went out, one day, after completing my watch. Since Raji’s birthday was nearing I thought of giving her a present. I bought a churidhar and couriered it to her. Since I had requested for relief, I had my reliever on board. I had also asked the Captain to relieve me after some days so that I can complete the time for my next exams. Captain was more than happy to have me on board.
We went to Madras from Bombay and I got a chance to visit Appa/Amma again. During one of those days, the clothes for the marriage were purchased. Raji came home and we showed her all those things, which we had bought. Again, I lost my sleep, but was very happy. We left Madras and our next port was Vizag. I told Captain that I would like to get down, to which he reluctantly agreed. He was saying to me to get Raji on board and that he would get us married on board (Captains have the power to get people married and that is legally valid). I knew that he was saying it just like that. But it showed the immense love he had for me. Such Captains are very rare to find now. We arrived and anchored in Vizag. I hosted a sign off cum marriage party for all the ship’s officers and crew. That was one memorable party I had in my entire sea career. We berthed after five days and those five days were the longest five days in my life. As soon as we berthed, I told Captain that I have to go home. With lot s of reluctance, he arranged for me to sign off. I cleared customs and immigration and was put in a hotel foe the night. I rang up home and told that I would be coming back to Madras the next day morning by flight. Next day morning, I reached Madras and everybody was waiting for me. Raji was there too, to welcome me. My parents and her parents must have let out a huge sigh of relief to see me back, two days before the wedding.
With this ship, I ended my career with Shipping Corporation of India.
TIME SPENT ON BOARD: 11 months and 25 days
PORTS VISITED: IN INDIA- Bombay, Madras, Calcutta, Haldia, Vizag, Kandla, Mangalore
FOREIGN: Suez & Port Said(Egypt), Marina Di Carrara(Italy), Hamburg(Germany), Uddevalla(Norway), Arendal(Norway), Antwerp(Belgium), Bilbao(Spain), Swansea & Middlesbrough(U.K), Singapore, Kaohsiung(Taiwan), Kure, Uno, Kokura, Kashima, Kobe & Osaka(Japan)
Subscribe to:
Posts (Atom)
