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 the reports in the World Press, for I am sure that they will tend to over-dramatise the affair.

We had just picked up the pilot, and the apprentice had returned from changing the "G" flag from the "H" flag, and, being his first trip, was having difficulty in rolling the "G" flag up. I therefore proceeded to show him how, and, 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 Chart room, having been plotting the Vessel’s progress, and thinking that it was the anchor’s 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 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, 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 Volkswagen, two cyclists and a cattle truck, on the foredeck. My Ship’s Company are at present rounding up the contents of the latter, which, judging from the noise, and the pungent aroma, 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 53 degrees, and was asked if there was a film on tonight. My reply would not add constructively to this report.

Up to now, I have confined my report to the activities to the forward of my vessel. Down aft they were having there own problems. At the moment the port anchor was let go, the Second Officer was supervising the making fast of the after tug and was lowering the ship’s towing spring down into the tug. The sudden braking effect on the port anchor caused the tug to "run in under" my stern, just at the moment when the propeller was answering my double ring Full Astern. The prompt action of the Second Officer, in securing the inboard end of the towing spring, delayed the sinking of the tug by some minutes, thereby allowing the abandoning of that vessel.

It is strange, but at the very moment of letting go of the port anchor, there was a power cut ashore. The fact that we were passing over a "cable area" at the time may suggest that we may have touched something on the riverbed. It is perhaps lucky that the high-tension cables brought down by the forecastle were not alive, but owing to the shore blackout it is impossible to say where the pylon fell.

It never fails to amaze me the actions and behavior of foreigners during moments of minor crisis. The Pilot, for instance, is at this moment huddled in the corner of my cabin, alternately crooning to himself and crying, after consuming 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 be forcibly restrained by the Steward, who has him handcuffed in the ship’s hospital, where he is telling me to do impossible things with my ship and my person!!

I enclose the names and addresses of the Insurance Companies and drivers 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 for the damage they did to the railings of NO. 1 hold..

I am now drawing this Preliminary Report to a close, for I am finding it difficult to concentrate with the distraction of Police sirens and their 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.