Anecdote

Aad H.c.j. Born @ Amastra (2), Tue, 12/16/2008 - 18:37

From US Navy archives the following story was extracted:
At 0010h, on April 12, 1967, the privately chartered 9,000 ton British flagged Shell Oil tanker M/V AMASTRA had been holed by an external explosive device while moored in the POL transfer anchorage in Nha Trang Harbor, Vietnam.
The AMASTRA was preparing to off load aviation fuel for military aircraft when the explosion ripped open a four by six foot jagged hole at the waterline near the fire wall between the engine room and the boiler room.
The engine room, fire room and the after pump room flooded in twenty minutes causing the AMASTRA?s stern to settle to the harbor bottom leaving the rear decks awash.
Another Shell Oil tanker, the Dutch flagged M/V KARA from ?s-Gravenhage, Netherlands arrived and moored port side to the AMASTRA. The KARA provided auxiliary power and steam so AMASTRA could transfer 640,000 gallons of fuel to the KARA. The AMASTRA's damaged area was thirty feet below the water line and required a twelve by twelve-foot patch.
In the early morning hours of April 13, USS ?Current? ARS-22 arrived at Nha Trang. Shortly after arriving, the work boat was placed in the water and a salvage team departed for the tanker to survey the damage and plan a course of action. Commander Service Group Three salvage officer Commander J. B. Orem was designated Officer in Charge of the AMASTRA salvage operation. USS ?Greenlet? ASR-10 as well as Harbor Clearance Unit One's HCT-3 staff members were also sent from Vung Tau to assist during the re-floating operation.
Floodlights were secured on USS ?Current? ARS-22?s rails and directed into the waters around the ship at sunset. Armed sentries were posted during darkness to defend against any attempt to attach an explosives charge to USS ?Current? ARS-22's hull. Early each morning, USS ?Current? ARS-22 weighed anchor and moored starboard side to AMASTRA. At the end of each day, USS ?Current? ARS-22 departed AMASTRA and re-anchored in the center of Nha Trang Harbor for security.
Prior to transferring fuel oil to the KARA, USS ?Current? ARS-22 diver LTJG Vince Weis along with a HCU-1 diver wearing shallow water diving gear went into the AMASTRA's engine room, filled with dangerous gas fumes, to close a set of valves that allowed AMASTRA's oil cargo to be transferred to the KARA. USS ?Current? ARS-22?s crew rigged salvage pumps and compressors then transferred them to the decks of AMASTRA. After the ship?s divers maneuvered a fabricated patch into place to stop the inflow of sea water into the engine room, the salvage pumps were started and the AMASTRA began to show freeboard. The spaces on the AMASTRA that had been flooded were cleared with the help of thirty to forty Vietnamese and Filipino stevedores.
With the loss of power for refrigeration, combined with the hot climate of Vietnam, an estimated six thousand pounds of spoiled meat and vegetables were removed from AMASTRA to a barge then dumped at sea. While ashore hiring the stevedores, USS ?Current? ARS-22?s Operations Officer LTJG Mark Lusink in a conversation with local villagers was informed that the AMASTRA was mined by the South Vietnamese to prevent it from sailing to Haiphong, North Vietnam. Shell Oil tankers did not travel to North Vietnam.
The initial investigation indicated that a Limpet mine of approximately 80 to 90 pounds of explosives was used. In view of the close proximity of 150 yards to the beach hamlet of Truong Tay, a known haven for local pilferers, black marketers and other questionable individuals, the investigation determined that the explosive charge was most likely delivered from the hamlet area by a swimmer sapper. The Vietnam war was certainly a strange and crazy war. The majority of the 43 man crew was removed by local Army landing craft about half an hour after the explosion. They spent the night at the American Army Officers' quarters at Camp John McDermott in Nha Trang.
On April 22, 1967, USS ?Current? ARS-22?s salvage crew successfully raised and dewatered the AMASTRA. The fabricated patch was removed and a more permanent steel patch was constructed. SFM2 "Ace" Acfalle, one of USS ?Current? ARS-22's ship fitters, spent the better part of two days, without any rest, welding the metal patch to the AMASTRA to make it seaworthy.
The AMASTRA was towed by commercial tug to Singapore for dry-docking and repairs.

John Connelly @ Rapana (2), Mon, 12/15/2008 - 18:31

I beleive the chief officer who was killed on the Rapana explosion was Dave Camish.
I sailed with Dave on the lightening ships and was earmarked then for rapid promotion when he was second mate.I had left the company by then not much point in staying when they had thrown us out of the pension scheme and no paid leave and yet they still expected undying loyalty, unpaid field days with a considerable loss in earnings.

Jan W. Keesmaat @ Katelysia (2), Mon, 12/15/2008 - 16:46

Op 9 mei 1964 voeren we volgeladen de baai van Mukalla (Jemen) in om bij het stadje Mukalla een plaatselijke "loods" op te pikken om ons naar een nabijgelegen boei met slang naar de wal te loodsen. We moesten kerosine en benzine lossen voor het daar vechtende Engelse leger.
Fatsoenlijke zeekaarten voor de plaatselijke situatie bleken niet aan boord te zijn, maar een fors vrachtschip dat in de baai voor anker lag was kennelijk voldoende richtpunt voor de kapitein om daar in de buurt te gaan ankeren. Het zeewater was daar glashelder en de rotsbodem heel goed te zien.
De 2e WTK die op het achterschip over de railing leunde maakte de ludieke opmerking: "Je zal hier toch omhoog lopen". Hij had het nog niet gezegd of het voorschip raakte de bodem en zaten we vast. Daarop gaf de kaptein volle kracht achteruit maar dat hielp niet, waarop vol vooruit gegeven werd. Daarna raakte de man kennelijk in paniek en leek de telegraaf net een jojo en dus manoevreren werd zwaar werk in de machinekamer.
Het bleek dat de boot op vooruit toch wat in beweging kwam en we hoorden in de machine kamer de bodem over de rotsen schuiven.
Ik stond als 3e WTK op wacht te manoevreren en stuurde de pompman de pompkamer in om die te controleren. Die kwam even daarna terug met grote ogen en drijfnat en vertelde dat de pompkamer vol liep met zeewater en kerosine. Uiteindelijk na overpompen van wat lading en fuel kwamen we los en gingen op een wat "veiliger" plaats voor anker.

Patrick Poirier @ Isocardia (1), Mon, 12/08/2008 - 19:13

It was my first time on board a ship. I went from Rotterdam to Bony river and disembark at Rotterdam.
Captain Pellard was in charge, and I had a chance to sail many other times with him on bigger ships after.

Cor Hoogland @ Katelysia (2), Sun, 12/07/2008 - 12:10

I have celebrate my birthday the 21 in Buenos Aires with Harry Oostema, we made 6 trips from Curacao to Buenos Aires and we staed there 24 hours in the docks.
We have make a party in "Het Lichtschip".
I like to contact Harry Oostema again and I hope that somebody nows were he is??

Cor Hoogland @ Katelysia (2), Sat, 12/06/2008 - 16:31

Wij kwamen van een jaarreis terug en zouden in Rotterdam afmonsteren, de agent vroeg ons om nog even 1 reisje Londen te doen dan was het (nog) niet nodig om af te monsteren, wij gingen allemaal akkoord en brachten eerst onze spullen thuis en kwamen met een weekendtas terug.
Bij het wegvaren uit Londen en op weg naar Rotterdam (dachten wij) kregen wij bericht varende op de Thames om voorlopig maar richting Curacao te varen, dit reisje duurde dus ook negen maanden, we hadden allemaal een onderbroek bij ons????

Douglas M.C. Renton @ San Gerardo (2), Thu, 12/04/2008 - 13:02

It was only after I had sailed on her that I discovered my uncle, Les Renton, was on the San Gerardo (1) 4th engineer when she was torpedoed with the loss, I believe, of all hands.

Douglas M.C. Renton @ Haminella, Thu, 12/04/2008 - 12:48

The Haminella was the first fibreglass experimental ship. We had a fibreglass lifeboat, which was too light for the gravity davits; we also had one section of deck cargo line, and one in the tanks which were an apparent success.

Gerrit Samson @ Koningswaard, Wed, 12/03/2008 - 10:07

Anekdotes: hoeveel wil je er hebben?
Voor mij was het mijn 2e schip bij de SMN, en wel een hele overgang! Na 1 1/2 jaar op mijn eerste schip de Oranje
(passagiersschip) een reis van 10 maanden op de 20.000 tons tanker de Koningswaard!
Met in de machinekamer de eerste proefmotor Stork Hotlo (hard werken, veel drijven, spoelluchtbrandjes bij de vleet, losrakende fundatiebouten, verbrandende uitlaatkleppen die in een 6 weken durende 6-op 6-af wacht permanent gewisseld, afgedraaid (bankwerker Gerrit Plat) en geschuurd moesten worden, etc.) Veel overuren, waardoor mijn studieverlof voor diploma A bijna geheel door de tijd voor tijd ingevuld kon worden.
Medeopvarenden:

HWTK's:

van Geysen (Naarden);
?;
Gerrit Gul

2e wtk's:

noordholland,?(limburg),
Jan v.d. Brun (kende ik nog van de Oranje als 3e wtk);
4e wtk: gerrit van Tol (noordholland)
collega 5e wtk's: Jan Iking(Dinxperlo),?(zeeland).
Gezagvoerder: Bosman ( met echtgenote).

Anekdote: "Mama San no shippy, me no worky": na verbod Bosman: 'op mijn schip geen meisjes van plezier'; duurde welgeteld 1 dag, want bootwerkers weigerden prompt aan de slag te gaan.
Andere bijzonderheid: 1 maand op en neer gevaren van Poelau Sambu naar Pladju (=kust Maleisie naar raffinaderij op Sumatra, over de Musi rivier), met oerwoud en kampongs aan bak- en stuurboord.
Ook: reis naar Saigon, over de Mekongdelta, met schutterstorens links en rechts van de rivier, terwijl in Nederland nog niemand wist dat er een oorlog gaande was in Vietnam! 6 maanden later kregen de opvarenden van de Kaap Hoorn (ook bemand door de Nederland) Gevarengeld voor dezelfde reis!

Kees Helder @ Myrina (2), Mon, 03/03/2003 - 22:13

Monday March 3rd 2003
A Schreiner helicopter took pilots Peter Juk, Paul Jong and Han Luik and me from the Maasvlakte to the Shell Tanker "MYRINA".
The Myrina, loaded with 330.336 m3 crude, was 60 km off coast. With a depth of 21.6 m, it entered the 8th Petroleum harbour via the 'Eurogeul' (the waterway in the Northsea, near Rotterdam). It got assistance from the tugboats Thamesbank, Smit Clyde, Smit Humber and Smit Loire.

A boy's dream came true thanks to:

Wim van de Wiel (Shell Nederland Raffinaderij)
Hans Ammerlaan (Shell Nederland Raffinaderij)
John Galbraith (Master of the Myrina)
Jeannette Vermeer (Nederlandse Loodswezen)

Jolanda Vijgenboom (Nederlandse Loodswezen)
Stefan van Zanten (Bureau Overbosch, Politie Haaglanden)
Ineke en Hans van Wingerden (Bureau Overbosch, Politie Haaglanden)

and off course my wife Truus

Kees Helder