1. Maritime
Policy and naval activity in historic times
2. Naval
activity in historic times
3. The
Cruise of the “Halpha”
4. Nursery
of the Navy
5. HMCyS
Viyaya: the RCyN’s fIrst ship
6. Joint
Exercies in Trincomalee (JET 1950-62)
7. The “Blue
water Fleet”: the ships that sailed away
8. Looking
back at UNIPOM
9. Officer
cadet training in the Navy
10.
Administration and maintenance of Lighthouses formerly owned by the SLN
1. MARITIME POLICY & NAVAL ACTIVITY IN HISTORIC TIMES
Billions of years ago there was but one land-mass, which had no name but which we now call Pangaea. Great were the changes taking place upon this planet then: tectonic movements thrust pieces of this land outward; mid-ocean ridges formed; sea-levels rose and fell; ice-caps expanded and contracted; climates changed, creating and destroying life-forms; the Poles wandered around, not fixed; the very axis of the Earth shifted. There was no still point to the turning world.
Many, many millennia passed. Pangaea broke up and large parts, on “plates” floating on magma, moved in different directions. One plate moved westwards to become the Americas, another southwards to become Antarctica and yet another eastwards to become Australia. Africa, Europe and Asia still remained; but a part of east Africa with a smaller, but always separate, appendage on a “mini plate” - moved north eastwards to south Asia. In a cataclysmic impact the larger part lodged in the Asian mainland to become what is now India. The smaller appendage remained untouched, and separate, to become Sri Lanka.
People, we know, lived here over 125,000 years ago. Even after that time, the ice-caps advanced and receded and the sea-levels rose and fell. Each time it happened, coral reefs formed and died, and the land mass of the island expanded or contracted, linking or separating the islands of the world from the mainlands. Finally, 8,000 years ago, before History came to be written or even remembered as folk-lore, Sri Lanka became the island nation that was to be her destiny.
Pearl of the Indian Ocean. Navel of the Earth. Adam’s second home, from where he could still hear the Fountains of Paradise. Land the Buddha charged God Sakra to protect. Prime Meridian of the ancient Indian astrological grid. Sri Lanka, Child of the Sea.
It is no surprise, then, that the old chronicles speak of men from all over the world who came here by sea. No surprise that the kings of old, descendants of the sea-borne settlers, knew that the island had only one frontier - the sea. Nor that they considered the island one territorial unit, even when sub-divisions rose and fell. Throughout History, the rulers of the land knew what made the island nation unique: its insularity and insulation from the influence of mainland Asia.
This appreciation of the island’s uniqueness did not come overnight. It was an awareness built up over centuries of contact with the other nations of the world - particularly, other maritime nations. But the awareness did come, and with this awareness, the evolution of a national maritime policy and strategy. It was hard-won knowledge, as the historical chronicles and epigraphic, archaeological and ethnological evidence show us.
How did we learn ? By experience, naturally. We evolved, very early, into a comparatively prosperous country in terms of agriculture and commerce. We were a peace-loving people, with no extra-territorial ambitions. It was natural that merchant adventurers who knew all this would seek to control this country. Our first invaders were such men: Sena and Guttika, the horse traders of the second century BC (Mahavamsa) They came by sea and from across the sea. This was Lesson # 1
Elara followed soon after and Dutugemunu had to harness the resources of the south to win back the north, thus uniting the country as one nation. Lesson # 2
But still they came and, in the reign of Dutugemunu’s successor, his nephew Valagambahu, the nephew had to repeat the uncle’s exploits. The trend continued and it was apparent that the coast was our frontier and that this should be under constant surveillance (Mahavamsa). Mogallana I, in the fifth century AD “by instituting guards for the sea coast, freed the island from danger” (Culavamsa). Lesson # 3
In the seventh to ninth centuries, Sri Lankan rulers forged alliances with kingdoms in the sub-continent. Their assistance helped individual kings in their internal struggles in their own kingdoms, as they had allies who could come to their aid in times on civil strife. Manavamma went to the aid of the Pallava kingdom, exposing the island to retaliatory attack and Sena II, in the ninth century “made the Island hard to subdue by the foe” (Culavamsa), having to fall back to defending his own territorial frontier. Yet, in the immediately following centuries, Sri Lankan expeditionary forces landed twice on Pandyan territory: once to help a strategic ally dethrone the ruling king, and once to fight alongside the Pandyans against the Cholas. There was a heavy price to pay for intervention in foreign lands. In the tenth century, expansionist Chola power overran Sri Lanka, which remained under its yoke from 993-1070 AD. Lesson # 4.
All this time, there is no reference to a “Navy”. As in Elizabethan England, it meant “all (English) ships and all (English) seamen”. In the twelfth century, Parakramabahu I changed this. He cut his teeth by utilising ships for battle against a local opponent while yet a sub-king, fighting the enthroned king Gajabahu in two sea-battles for the control of the Pearl Banks. Lesson # 5.
After becoming king of the whole island, he sent a purpose-built fleet in a punitive raid against King Alaungsithu of Myanmar when that King refused to honour established trade relations with Sri Lanka. The expedition lasted many months and many ships were lost, but the objective was won (Culavamsa). The leader of the expedition, Kit Nuvaragal, was gifted much land and the gift “engraved on ..... stone so that the same may last till the sun and the moon endure” (Devanagala rock inscription). The King had to protect Trade and the economy. Lesson # 6.
Parakramabahu, with his appreciation of naval capability ventured into Pandyan territory again. His ally was deposed and slain and a naval force proceeded to Pandya to right the wrong. Anchoring off-shore, Senapati Lankapura, had the troops don armour on board and effect a landing in handers of small boats with shields fitted to protect the troops from enemy arrows (Culavamsa). The techniques of amphibious warfare were mastered. Lesson # 7
In the colonial period, during Portuguese occupation of the sea-ports, Mayadunne and Rajasingha of Sitawaka, called on the Rajah of Cochin to attack the Fort of Colombo by sea while he attacked from land. The defenders were called on to fight on two fronts. The attempt failed but the strategy was not at fault. (Queyroz) Lesson # 8
Rajasingha II of Kandy, using a mixed fleet of locally-built and captured ships, and using the skills of Sri Lankan and expatriate, harassed the Portuguese shipping between India and Sri Lanka, denying logistical support to an opponent dependent on supply by sea. He was largely successful (Baldeus). Lesson # 9
The control of the maritime provinces by the Dutch and the British finally denied the Kings of Kandy access to the sea, and Sri Lankan sea-power ended.
Evolution of a Naval & Maritime Policy & Strategy
This country, Sri Lanka, evolved over the centuries, a maritime policy and strategies which are relevant to us even today - to us, who guard our shores today, the Navy. While it is yet premature to be definitive on this matter, consider its eminently pragmatic basic parameters.
1. Sri Lanka is a nation-state, and not a part of the mainland.
2. Danger from beyond the territorial limits comes across the sea.
3. The coast is our frontier. Coastal surveillance is a “must” at all times.
4. Strategic alliances with neighbouring countries are useful, but they also expose us to retaliatory action.
5. Landing troops from seaward can be usefully employed in internal conflicts.
7. Landing in unfamiliar, foreign shores, should be done after much study and planning.
8. Protection of Trade and the Economy can be enforced by the use of naval power.
9. The enemy must be contained by land and sea.
10. Enemy shipping must be denied safety on the sea.
11. We must be peaceful, have no imperialistic ambitions, but not be intimidated.
Policies and strategies evolved in Sri Lanka, and yet very relevant to us, today.
2. NAVAL ACTIVITY IN HISTORIC TIMES
Sri Lanka's position in the Indian Ocean made it a magnet for sea-farers from very distant times. Thermoluminisence, or TL, dating has, so far, pushed the horizon of early human settlements here to 128,000 years B.P.(Before Present) These settlements seem to have been located on the shore-line of that time. However, whether the settlers came by sea or across the land bridges that linked Sri Lanka to mainland India - due to the rise and fall of sea levels - is not known.
The historic period, which dates from the availability of written records, is traditionally taken as beginning from the 6th century B.C. These records, the best-known of which is the Mahavansa, records the Aryanisation of the country by the legendary Prince Vijaya and his followers. Yet there is sufficient evidence in this work to indicate that the island was already the home of an advanced race of people, whoever they may have been. The significant fact is that the traditional view of history accepts that Sri Lanka was colonised by people who came here by sea.
After the establishment of Sri Lanka as an independent state with frequent social, commercial and political contacts with different parts of India, it developed as a peaceful and largely agrarian community. Nevertheless, the proximity of India to an economically and politically stable country could not be overlooked. (India, therefore, from historic times was Sri Lanka's best friend and closest source of danger.)
Sri Lanka, in ancient times, does not seem to have been an initiator of military or naval offensives. On the country, by its very comparative affluence, it was the target of either merchant-adventurers or of south Indian kingdoms seeking expansion. The first mention in the chronicles of a sea-borne invasion was that by the horse traders, Sena and Gutthika in the second century B.C., followed soon after by that of the adventurer, Elara. King Dutugemunu (Duttha Gamani Abhaya) united the island after a battle to oust the latter but, in the reign of his nephew King Valagambahu (Vatthagamini Abhaya), in the first century B.C., Indian armies and rulers occupied the northern part of the island for a while.
The ever-present danger from India led to the first traditional naval role assumed by the kings of Anuradhapura: King Moggallana I, who also had to face and defeat a Pandyan invasion in the 5th. century A.D. is on record as "by instituting guards for the sea-coast, freed the island from danger". This reference from the Culavamsa shows not only the asumption of a defensive coast guard role by the kingdom but also the recognition of the coast line as the territorial frontier of the nation and its first line of defence. This remains true to date. It is only when this line of defence is breached does it become necessary to fight a foreign foe on home-soil.
From the seventh and eighth centuries one sees Sri Lankan rulers enlisting the aid of either South Indian mercenary armies or the help of friendly rulers there, to fight internal wars and struggles for power. King Manavamma gained the support of the Pallava king in his own struggle for power, thus exposing the country to invasion again. King Sena II, in the ninth century had once again to build up coastal defences and "made the Island hard to subdue by the foe." Sri Lankan naval power seems to have benefitted from these experiences, however, and in the following centuries Sri Lankan expeditionary forces landed twice in Pandyan territory: once to help a friendly prince dethrone the ruling king and once to fight alongside the Pandyans against the Chola king.
The involvement of Sri Lankan and South Indian kings in the internal affairs of each others' countries brought about adverse results to Sri Lanka. In the tenth century, the now rampant Chola power invaded and captured the country making it, for the first time, a colony under a foreign power. The Cholas occupied the country from 993-1070 before King Vijayabahu 1 was able to win it back.
Thus far, neither the chronicles nor other sources indicate any details of naval operations. It has to be assumed that ships were used only as military transports and that, as in Elizabethan England, the term "Navy" meant "all (English) ships and all (English) seamen." From the twelfth century, however, we come across more detailed evidence.
King Parakramabahu 1, the hero-king of the twelfth century, is credited with several naval operations, both domestic and foreign which, in terms of details given, have a very authentic flavour. While yet the Prince of only the southern part of the country, the Dakkhinadesa, he had enriched his kingdom with the export of gems and precious stones. He thus coveted the rich pearl banks that were under the control of the king of the Rajarata, Gajabahu, and fought two battles with him for the control of this resource. In the first, his commander Malayarayara captured a fortress near Puttalam and embarked his troops on ships to Muttakara (Pearl Banks), where he took on Gajabahu's forces in two engagements that were, however, inconclusive. A second attempt, led by Nagaragiri Mahinda, retraced the route more successfully and Parakramabahu gained control of the pearl banks.
After becoming king of the whole of the country, he is on record as having mounted a punitive raid against King Alaungsithu of Myanmar. The description of the building of the fleet and its fitting-out for a military operation is quite convincing.
(The King) "gave the order without delay to make ready ships of various kinds, many hundreds in number. Now all the country around the coast was one great workshop occupied with the building of ships taken in hand. When within five months he had all the ships well built, he assembled them in haste at the port of Pallava-vanka. Then endowed with vast royal power, he had provisions supplied for a whole year such as rice and the like and abundant weapons of war, such as armour and the like, further gokanna arrows of iron with sharp points, many hundreds in number, for defence against elephants, also different kinds of medicines preserved in cow-horns for the healing of venemous wounds caused by poisoned arrows, as well as all kinds of remedies for curing the poison of infected water in many swampy stretches of the country; also iron pincers for extracting iron arrow-heads which are difficult to remove when they have pierced deeply and the shaft has broken lastly also skilful physicians and serving women - everything in complete fashion."
(Lines 15-22) "On the tenth day of the waxing moon in (the month of) Poson in the twelfth year when His Majesty was enjoying the royal splendour (in the noble city of Pulasti), whereas a person named Bhuvanaditta, lord of Aramana, when reigning, said 'We shall not contract a treaty with the island of Lanka', and whereas, His Majesty had commanded 'Put men on board thousands of vessels, send (them) and attack Aramana and Kit Nuvaragal, (in pursuance of the said command) had taken by storm a town called Kusumiya and when ....... for five months, the Aramanas sent envoys saying 'We shall contract a trealy' - two yalas were granted as pamunu to Kit Nuvaragal, including Malabatuva........ and the sowing extnet of twelve amunas and two palas in (K)itsenpavu which were granted by having this inscription engraved on this stone so that the same may last till the sun and the moon endure"
Parakramabahu also continued to take sides in the internal squabbles of Pandya. He sent an army under the command of Senapati (General) Lankapura to depose the ruler who has slain his (Parakramabahu's) ally. The landing place selected, the roadstead of Taladilla on the Pandyan coast, required deeper draft craft to anchor off-shore and many small boats were taken along to effect a landing.
"He embarked his great army on many hundreds of ships, started off and sailed a day and night on the back of the ocean. When he caught sight of the coast, since a hostile army was standing there, he made all his army put on their armour on board. As the ships had to lie in deep water and because with a landing at this spot, the armour of the whole army would have been wet through, he made the troops get into hundreds of boats of small size. Then, when the rain of arrows from the Damilas standing on the coast came flying, he had shields fashioned of leather set up in front of the people (as protection) against the arrows......"
In both these extracts from the Culavamsa, the details of the type of ship referred to conform to modern knowledge of the morphology of medieval Sri Lankan ships. They also give credible details of operational strategies.
Towards the end of the fifteenth century the first of the European powers, the Portugese, entered the Indian Ocean, soon to be followed by the Dutch, French, Danish and British. They brought in a new type of fighting ship, new weaponry (cannon) and new concepts of naval warfare. Eastern nations were not slow to pick up these innovations, to manufacture their own cannon and gun-powder and to use them against invaders. In the sixteenth century, the Kings Mayadunne and Rajasingha of Sitawaka repeatedly tried to free Colombo from the Portugese by draining the protective moat around the fort, enlisting the aid of the fleet of the Zamorin of Calicut to bombard the fort from sea-wards. Later, more positive use of naval power was made. The Dutch chronicler, Phillipus Baldeus reports this incident:
"The Prince of Migonne, Admiral and Naval Captain General (Note: this was Marcellus Boschouwer who was serving the Kandyan King) had at the request of the Emperor fitted out a fleet consisting of 3 war galleys and 3 yachts with which they were ordered to go on a cruise to intercept and capture the enemy's vessels navigating between Cape Comoryn and Ceylon with instructions not to give quarter to the Portugezen or any enemies of the State save the women, children and slaves (as the slaves may be usefully employed aboard their galleys). The fleet sailed from the harbour of Cotiarum on 16th. May with the nephew of the Prince of Ove as Admiral and Wandige Nai Hanni as Vice Admiral. The following are the names of the vessels and of their respective commanders.
The fleet returned on the 6th. of March 1613 laden with much spoil which amounted to not less than 6 tons of treasure. While to the north of Chilau between Negombo and Mannar they fell in with, and captured, 2 Portugezen vessels called patasios, 3 yachts and 20 barques which they destroyed by fire, they also fell in between Calecut and Cabo Comoryn with a Porigesche yacht; on the fleet nearing here, the crew threw themselves overboard and were drowned, they then gave chase to another vessel and ran her aground and after that took possession of a richly laden Moors vessel bound from Ormuz to Cochin, they also captured another Portugezen ship on her way from Bengala, pitched the Portugezen and misticen and cargo overboard and made prisoners of the Portugezen women and slaves. On their return near Panua they discovered a Portugezen ship at anchor but deserted by her crew who had left everything on board to their mercy. Of the rich spoil captured His Majesty made a distribution to his officers and soldiers."
Sri Lankan Naval power did not last much longer. With one European power succeeding the other
in the Indian Ocean countries, the control over the maritime provinces
gradually went out of the control of the kings of Kandy. The expansion of European power in India also
made the option of allying with Indian powers no longer viable. Finally, after the seventeenth century, Sri
Lanka ceased to have any naval capability at all.
3. THE CRUISE OF THE “HALPHA”
Sub Lieut. A Lauson Caldera (probably)
A CRNVR crew of three officers and seven men under the command of Lieutenant Commander Carl Ohlmus was flown out on 30th May 1948 by Ceylon Govt. by Air Ceylon to Sydney to take over and sail back, a 75 ft. 55 ton wooden purse seine vessel purchased by the Dept. of Fisheries.
The vessel was purchased from Messrs Halvorsen & Sons and twelve days were spent in Sydney taking over and storing her for the voyage back. Due to limited fuel capacity, it was decided to coast all the way back.
Halpha was delayed a further three days in Sydney due to a cyclone blowing down the East coast of Australia. Finally as the cyclone was blowing over, Halpha sailed to Brisbane on 22nd June, arriving two and a half days later in somewhat heavy weather for a small craft like her.
Leaving Brisbane, she sailed for Townswille and thence to Thursday Island, passing through the inner Great Barrier Reef, one of the beauty spots of Australia which unfortunately could not be explored thoroughly due to lack of time.
From Thursday Island, course was set for Port Darwin, one of the out ports of Australia, an oasis in the baren and forbidding Northern Territory. This was one of the longest laps taking four and a half days to accomplish. Here, as in all other Australian ports, the R A N was of immense assistance to the Halpha, which, though flying the Red Duster, was treated with due Naval courtesy as a Naval Craft.
Leaving Port Darwin and Australia, Halpha sailed for Dili in Portugese Timor across the dreaded sea of Arajuru which at that time was as calm as a lake. In Dili too, Australia turned up trumps, the Australian Consul helping in every way – help which was very much needed due mainly to the language problem.
From Dili to Soerabia along the northern coasts of Flores, Bate and Lombok and here, almost half way across, bad luck dogged Halpha. Her starboard engine breaking down when 450 miles from Soerabia, which was reached three days later on one engine at reduced speed.
Repairs being sanctioned by Colombo, they were undertaken by the Dry Docking Co; Soerabia and estimated at three weeks duration and were to be only to enable the Halpha to run five out of six cylinders, starboard engine. Due to lack of proper equipment unfortunately, these repairs took over seven weeks.
During this period, Queen Wilhelmina of the Netherlands celebrated her golden jubilee and a week later, on her abdication, Princess Juliana ascended the Dutch Throne. An impressive parade of the three services was held, supported by mechanized Forces and the Ceylon RNVR was represented at the saluting base by the First Lieut. of the Halpha, Lt. R.Proctor. Many official functions were held in connection with these celebrations and the Ceylon RNVR officers and men were invited to attend as representatives of a very new navy, as the Dutch Naval officer – in – charge expressed it.
Here too the RNN were very helpful and rendered every assistance they could to the Ceylon men and organized trips were arranged to places of interest in the interior. From Soerabia to Batavia, where to the Dutch Navy forewarned of Halpha’s arrival were of every assistance. Halpha kept in close W/T communication with the RNN and thence, right up to Singapore where they were made welcome by the RN stationed there.
Batavia to Singapore was one of the calmest hops of the whole trip, being almost wholly through sheltered straits of Banka, Durian, Phillip Channel and Main strait. Malaya was in a state of turbulence over her communist troubles, but both Singapore and the next port of call, Penang, were comparatively quiet.
The next hop, Penang to Rangoon, was a long one but the best feature was the skill of the Rangoon river pilots as they piloted the Halpha up the forty two miles of river to Rangoon, a river at that time experiencing spring tides of five and six knots. At Rangoon, the Burma Navy could not do enough for the Halpha and helped to make her stay there a very pleasant one.
After two days in port, Halpha set out for Akyab but three and a half hours after leaving the pilot vessel, a cyclone warning forced her to leave back and the pilot vessel was reached with difficulty due to the heavy seas piling up.
After a week’s delay in Rangoon, Halpha set out again for Akyab. This time, in seas which were proverbially calm after the storm. Akyab, reached two and a half days later, was still the same as it was during the latter part of the last war, according to the First Lieut. who served there at that time.
Akyab to Madras, the longest hop, was again made in calm seas and took just under five days. Here the RIN looked after the CRNVR crew and made things very easy with their assistance.
The final trip from Madras to Colombo was accomplished in two and a half days, Halpha arriving at 1200 hours on 25th October after taking the Northabout route through Pamban pass.
Thus, in a little over two months actual sailing time, counting in the routine stops, the CRNVR crew sailed the Halpha from Australia home, a distance of about 8,000 miles. The trip though uncomfortable at times due to the size of the vessel, was the longest the CRNVR has undertaken and proved both educative and interesting and brought a lot of experience to the officers and men manning the Halpha.
4. NURSERY OF THE NAVY
By the time this is printed, the Sri Lanka Navy would have ‘upped’ anchor and sailed away from Kochchikade, the first stamping ground of our Navy. True, the new base would not be far away but it is a break with history, with continuity, and this might be a good occasion to think back on the Navy’s early links with this patch of ground. The link can, in fact, be traced to the very inception of the Navy.
There was no specifically Sri Lanka/Ceylonese Navy before 1937, nor did our laws provide for one. Sri Lankans did, however, serve under the Royal Navy during the First World War. I have, in my possession, two medals awarded to my maternal grandfather for service on board Port Commission tugs which had been pressed into service to sweep the approaches to Colombo harbour for mines. But the idea of the Colonies having their own navies first surfaced in 1932, at the Imperial Defence Conference. Sri Lanka decided the time had come in 1937 and passed the “Naval Volunteer Force Ordinance, No.1 of 1937”. In January of the following year, 1938, the first officers who were to pilot the new project were commissioned. A month later was commissioned Cdr. WG Beauchamp, who was to lead the Navy for the duration of the war. The Navy also took in sixteen other officers and an intake of Signalman/Gunners, Seaman(Lascars) and Stokers. All of them participated in the first ceremonial parade on 30th January 1939, held in front of the present Naval Headquarters which, then, was the office of the Captain – in – charge, Ceylon, the senior Royal Navy Officer based here.
It was to house these officers and sailors that the first CNVF Headquarters was built and declared open by the Governor on 14th January 1939. Built at a cost of Rs.28,000/-, it was sited, not by the pier, but by the landward perimeter of the premises, just below St. Anthony’s Church. The buildings that were originally built were occupied by the Navy continuously since then and even subsequently after they were replaced by newer ones. Above them was one of the conspicuous and distinctive features of Colombo port: an illuminated sign reading “Ceylon For Good Tea” which was dismantled with the coming into force of the “black out” and not re-erected thereafter.
It was at this Headquarters that the custom, or practice, of having “week-end camps” began. All personnel, being essentially unmobilised volunteers, would report on Friday afternoons and Saturdays for training at Galle Buck.
On 31st August, 1939, all members were mobilized for the duration of the war. Two years later, the CNVF got its proper Headquarters on the same area but across the rail tracks, by the sea. This was the building long used as the Volunteer Naval Force Wardroom and which premises the Navy has now quit. It was declared open by the Governor, Sir Andrew Caldecott, on 11th July 1941, in the presence of 200 guests including D.S. Senanayaka, our first Prime Minister but then the Minister of Agriculture & Lands in the State Council, George E.De Silva, Minister of Health, Vice Adm. Ralph Leatham, C – in – C East Indies Station and Vice Adm. Geoffrey Arbuthnot.
The governor’s words on that occasion were prophetic. He said, “if ever, as has been done in other parts of the Commonwealth, the men and ships of our local Navy should be placed at His Majesty’s disposal by the Ceylon Government for the duration of the war, you officers and men have, by proven service and efficiency, made certain that such an offer would be gratefully accepted.” Two years later the offer was made and accepted and from 1st October 1943 the CNVF was absorbed into the Royal Navy and called the Ceylon Royal Naval Volunteer Reserve. For the duration of the war and even after, till the formation of the Royal Ceylon Navy by Act of Parliament, Kochchikade remained the Headquarters of our Navy.
During that period, all naval sea operations took placer either here, or in Trincomalee. The Navy was essentially a seaward defence force, with very limited shore duties, and had its own flotilla of ships and craft that swept the approaches to the harbour, provided guard-ship duties even in faraway Addu Attol and Diego Garcia, provided escort to unarmed ships, went out on search-and rescue operations etc. They were HM Tugs Samson and Goliath, HMS Overdale Wyke, HMS Okapi, Semla and Sambhur, HMSS Hoxa and Balta, and others such as HM Trawler Barnet, Tug C 45, MFV 17, 186 & 187 (the last two of which were sailed to Akyab in Burma). Of these, the Overdale Wyke (nicknamed “the overdue tyke” rather like Air Lanka’s “Always Late!”) is of special interest vis-à-vis Kochchikade.
At the time the Headquarters was built there was a 12-pounder gun, bearing the date 1896 engraved on a brass plate, on a corner of the miniscule parade ground, to train the Signalman/Gunners – educated youths who were mobilized to man the armament and communications, and not to be confused with the Seaman (Lascars) who were seasoned salts and actually did deck work. (One of these Signalman/Gunners from the first intake, Victor Hunter, was destined to be Navy Commander many years later.) This gun was subsequently replaced by the one presently in Kochchikade, which was the main armament of the Overdale Wyke. And thereby hangs a tale.
The Overdale Wyke (hereinafter referred to as OW) is of special interest to us as she was the first ship purchased by the Government for the Navy. (The next to be purchased was the Minesweeper HMCys Parakrama in 1960: HMCys Vijaya, though already there, was on indefinite loan from the Royal Navy.) OW was a converted trawler, purchased from the Admiralty and fitted out for minesweeping duties in the U.K. She was sailed to Port said by a R.N. runner crew and taken over there by a CNVF crew under Lieutenant P.J.B.Oakley RNR. It is interesting to look back at this ship:
Construction: - Built at Selby by Cochrane & Sons Ltd. Completed 1924
Displacement: - Tonnage – 338. Under load – 764
Length: - Overall: 146’11”. Between perpendiculars: 136’11”
Beam: - 23’6”
Draught: - Dome on: 17: ‘Dome off: 15’
Armament: - 1 X 12 pdr. 12 cwt. With 1”
aiming rifle.
1 X
Oerlikon (single mounting)
2 X 20 mm
Lewis guns (twin monting)
A/S
Equipment: - 16 depth charges,
with two throwers & rails.
Marconi
Echometer type 123 A
M/S Equipment: - Single sweep Orepesa MK 11
Main Engines: - Steam Reciprocating, Vertical,
Triple expansion.
Coal
burning. Single screw.
Endurance: - 10 days, steaming. Max. speed: 8.6 knots.
Officers: Executive – C.O + 2
Enginee - 1
Sailors : Signalmen - 3
Telegraphists - 3
Special Dutymen - 4
Seamen - 14
Cook/Stewards - 3
Stokers - 3
Date Commissioned: - 18 Dec 1939 (R.N) and 15 Mar 1940 (CNVF)
De-commissioned: - 15 Dec. 1944
Disposal: - Handed over to Port Commission for care And maintenance pending final decision by Government.
OW undertook sweeping harbour approaches, escort and patrol duties, guardship duties at Addu Attol (code named “Port T”, as a considerable part of the East Indies Squadron was based there) etc.
Among the many highlights of her career was the day when, after the Italian Navy had been instructed to surrender to the Allies in 1945, the Italian Light Cruiser “Eritria” surrendered to her at sea and a boarding party from OW accepted her surrender and escorted her home to Colombo – and Kochchikade. Surely, this is a unique event in our Naval/Military History.
So the gun at Kochchikade is of historical interest and I hope it is safely mounted at the new base. It is a pity, too, that we do not know OW’s ultimate fate: she would have qualified to be our first “Historic Ship”.
I remember several other souvenirs in the VNF Wardroom: the desk and chair made specially to seat Capt. Beauchamp’s ample bulk; a silver beer mug recalling the unsuccessful attempt to buy A/S – M/S minesweepers from the Irrawady Flotilla Co; of Rangoon (the Japanese invaded Burma before delivery!); the Samurai swords that had been surrendered to by Japanese officers and which had been presented to all Allied units that had contributed to the campaign.
But the most abiding things are the people and events that took place when the Navy was there. Among them was the Governor’s decision to ask for the resignation of his Commission from Paymaster Lieut. Susantha De Fonseka. His crime? As a Member of the State Council (for Panadura) and Deputy Speaker, he had gone to the House in uniform, straight from a training camp at Kochchikade, and participated in a debate on the poor price paid by Britain for Ceylon rubber (his constituency was a rubber growing one). The Chief Secretary, who was listening from the Visitors’ Gallery, felt that it was unbecoming of an officer, to be so critical of the King’s govt. in Whitehall, while wearing the uniform of the Senior Service! What price Parliamentary priviledge!
Another event that took place in Kochchikade was the review of the CRNVR by Adm.Louis Mountbatten, Supreme Allied Commander, South East Asia Command. He subsequently wrote to Capt. Beauchamp:
“…….. I was much struck by their (ie the CRNVR sailors’)
smartness and bearing and Rear Adm. Nicholson has given me a most encouraging report of their work. You must feel justly proud of your force.”
With the war safely over, Kochchikade also witnessed the demobilisaiton of the CRNVR, the departure of Capt. Beauchamp and his succession by Cdr. Royce de Mel, the formation of a “Nucleus” of 100 officers and sailors to await independence and a regular Navy, the selection and departure for Dartmouth of the first officer cadets, the departure of the Ceylon contingent for the Victory Parade, the arrival of HMCys Vijaya under the command of Lieut.Cdr. Rajan Kadirgammar and, finally, the passing of the Navy Act, No.34 of 1950 which created both the Reglar and Volunteer Forces of the Royal Ceylon Navy.
My story stops here: not because the Kochchikade-Navy link snapped, but because, by 1950, the Navy had come of age. So Kochchikade ceased to be a nursery. The link continued unbroken but that must form another chapter in the story: a chapter preferably narrated by another. The little I have narrated, I have done for just one reason: LEST WE FORGET.
Let us never forget the place where we were born.
1995
5. H.M.Cy.S. “VIJAYA”: THE ROYAL CEYLON NAVY’S FIRST SHIP
Capt. M.M.A. Wahid
Almost forty-nine years ago, I enlisted in the Ceylon Royal Naval Volunteer Reserve (CRNVR). Its Headquarters was in the Port, situated under the shadow of the Church of St.Anthony, the Patron Saint of Sailors. It was then a Navy manned by veterans, both officers and sailors, who had served in the Second World War (1939-45), patrolling the waters off Ceylon and Burma, under constant threat from Italian submarines or even surface raiders.
These men once manned converted fishing vessels, such as the “Okapi” and “Semla”. But now, four years after the end of hostilities, only a few remained in mobilized service and it was now a Navy bereft of ships.
With Ceylon achieving Dominion Status in 1948, it was only fitting that we should build up our defence forces. So, in July, 1949, we were recruited to man the first ship of the post-war Navy.
A fortnight later, we sailed with Lieut. Rajah Proctor for Singapore, to man the new vessel. We joined the troopship “Devonshire”, which also carried thousands of British troops bound for Malaya to fight the, mainly Chinese, Communist rebels. In Singapore Dockyard, we joined H.M.S. “Flying Fish”, a Canadian-built “Algerine” class ocean minesweeper. The Advance party were already in Singapore, consisting of Lieut.Rajan Kadirgammar (Commanding Officer designate) and Sub Lieut. Eddie White, who would be ship’s engineer, and a number of sailors.
The Royal Naval crew, including the Commanding Officer (Cdr.Ball, RN), remained on board during the voyage to Ceylon, and the ship was jointly manned by the crews of both navies. In Trincomalee, the RN crew left the ship and Lieut. Kadirgammar assumed command. The rest of the Ceylonese crew arrived overland.
(Note by Inst.Cdr.M.G.S.Perera: Information was received that H.M.S.Flying Fish had arrived at Trincomalee. So, immediately after kitting-up, and basic parade training, the crew of the new ship was drafted to H.M.S.Highflyer, Trincomalee. On reaching Trincomalee the crew was taken to the new ship by boat. The new crew for the ship consisted of:
Lieut. R.Kadirgammar - C.O. Designate
Lieut. D.V.Hunter
Lieut. R.Proctor
Lieut. A.Sanmugaratnam
Lieut. A.M.Caldera
Sub Lieut.(E) E.White
Immediately after, daily branch training was given by RN personnel.
Engine Room Crew Boiler Rooms 1 & 2
CERA II.V.Poulier CPO(SM) B.Jansen
ERA A.Selvadurai PO(SM) A
ERA M.A.C.Pieris PO(SM) M.G.S.Perera
ERA M.M.A.Wahid PO(SM) M.A.Friskin
PO(SM) R.Bartholomusez
L/SM T.A.B.Perera
Within one month the crew was ready to take over.)
H.M.S.Flying Fish sailed on its historic journey to Colombo, manned for the first time by a Ceylon Navy crew and was welcomed by banner headlines by the press. En route Lieut. Kadirgammar addressed his ship’s company and expressed pride and confidence in his officers and men.
In Colombo, the vessel was officially transferred to the CRNVR, in the presence of the Prime Minister D.S.Senanayake. The Royal Navy’s White Ensign was ceremonially lowered on board and the national flag of Ceylon (then the Lion Flag without the stripes.-Ed.) was hoisted. H.M.S.Flying Fish was now re-named H.M.Cy.S.Vijaya.
(Note by Inst.Cdr.M.G.S.Perera: Almost immediately after the ceremonial take- over was complete, the ship left for Galle, where it was open to the public. From Galle, it sailed for Hambantota, where it was again open to the public for a few days.)
The Vijaya served the Royal Ceylon Navy after it was formed. During its refit in England in 1953, her crew took part in Queen Elizabeth’s Coronation Review of the Fleet at Spitshead.
When the Queen visited Ceylon in 1954, her ship, the “Gothic” was escorted to Colombo by the Vijaya It may be appropriate to recall an historic moment that occurred then. Vijaya led the Gothic into port and reached the berth on the newly constructed Queen Elizabeth Quay first. But she was directed not to pass any mooring lines to the jetty until the Gothic, which followed her, had first done so. The Gothic, with Her Majesty on board, thus became the first vessel ever to berth on Q.E.Quay and H.M.Cy.S.Vijaya was the second.
A week later, Her Majesty called on board Vijaya (Lt.Cdr.I.P.Murray in command). I was priviledged to receive her and the Duke with a Royal Guard, which she inspected.
Vijaya suffered damage in Trincomalee during the cyclone of December 1964. She was altimately scrapped, after sixteen years service with the Royal Ceylon Navy.
4. JOINT EXERCISES TRINCOMALEE (JET 1950 – 1962)
By Capt. M.M.A.Wahid
For well over a decade, from 1950 onwards, the seas off Trincomalee and into the Bay of Bengal would, for six weeks in the year, be teeming with ships of the Commonwealth navies ranging from ocean minesweepers to cruisers and aircraft carriers. In the first two years it was not designated as Jet exercises but the Royal Ceylon Navy’s Algerine class ocean minesweeper H.M.Cy.S. Vijaya was joined by a few frigates of the British Royal Navy such as the Loch Glendu, the Loch Fada and the Loch Alvie in exercises on a smaller scale. But subsequently, more and larger capital ships participated in the exercises.
They would assemble in March or April of each year for this purpose and build up to a vast array of forty to fifty ships. They would be supported or rather intercepted on the high seas by submarines and by aircraft of the Commonwealth air forces. The exercises would extend into the Bay of Bengal as far as the coast of Malaya. With the handing over of the Trincomalee Naval Base to the Ceylon Navy in 1957, the latter hosted the JET exercises.
After spells of a fortnight on exercises, the combined fleet would return for a weekend in Trincomalee Harbour. During these forty eight hours in the port, there was the regular circuit of cocktail parties and inter-navy sports tournaments. Many thousands of officers and crews from the navies of Britain, Australia, New Zealand, Canada, India, Pakistan and Ceylon would daily disembark at Pepperpot Jetty and throng the Wardroom of H.M.S.Highflyer (or of H.M.Cy.S.Tissa in later years) in the dockyard or the Fleet Canteen in Inner Harbour Road.
In the evening, they would be joined on the football and hockey fields by the civilian population of Trincomalee for the regular inter-navy tournaments, which drew large crowds.
Although the Royal Ceylon Navy ultimately had four vessels in the frigate or ocean minesweeper category, it would always be represented at JET by only one ship each year, due to operational requirements. In sports, this meant that the Ceylon Navy had only about 140 officers and crew to choose its teams from, while other navies had a few thousands available. Yet, every year it was the Royal Ceylon Navy which won the inter-navy cricket tournament, while the British Royal Navy invariably won the soccer finals.
As for hockey, there lay another tale. The hockey finals would always see the Indian and Pakistan navies pitted against each other. The Jet sports programme was always drawn up so that the hockey finals were held on the final day of the six weeks exercise period. It drew record crowds from the town. The Royal Marines would march in and would be dispersed around the perimeter of the grounds before commencement. This did much to ease the tension.
At night on weekends, Trincomalee Harbour was a sea of lights from over forty warships which lit the waterfront. But citizens would wake up on Monday mornings to see the harbour empty – for the fleets had left for the fortnight long exercises.
The Fleet would sail after midnight on Sundays on a tight departure schedule. They would leave their berths and manoeuvre in the darkness, so as to pass through the entrance under the Dockyard Signal Station at exact distances of 1.5 cables (or 2 cables in the case of cruisers and aircraft carriers). These distances were closely monitored by the staff of the conducting authority. A slight deviation from this stationing distance meant a reprimand over the VHF channels.
On passing Round Island, ships moved into protective formation and were darkened. They sailed along with no navigation lights and no radar as these would give away the fleet’s position to the ‘enemy’ awaiting them. The ‘enemy’ were the submarines that had sailed the previous day to various unknown dispositions at sea to await, ‘attack’ and ‘destroy’ mainly the tankers and stores ships, which simulated a convoy of merchantmen and which the close support group of cruisers and carriers protected.
By the time they passed Foul Point Lighthouse, the main body would be protected by the screen of about thirty destroyers and frigates in horseshoe formation, at an appropriate radial distance from the main body. They would be stationed as an anti-submarine screen, using their equipment to detect and attack any underwater ‘intruder’ who may try to reach the unarmed vessels of the convoy. Submarines, if they penetrated the screen, would on reaching the merchant vessels, release flares onto the surface of the sea to simulate the firing of torpedoes. Similarly any vessel on the screen on detecting any echoes off a submarine would detach itself from the screen and chase it, throwing a hand grenade over the side at the moment of firing, to simulate depth charges or squids. These moments would be recorded by the attacker and the attacked.
The success, or otherwise, of the attack would be discussed at the debriefing that took place in Trincomalee during the fortnightly break. At these, the submarine commanders would indicate to the assembled naval audience, on charts, how he penetrated the screen without detection or how successful or otherwise the dummy attack was.
Sometimes the ships would be spread out into the more widespread anti-aircraft screen, to fire barrages at enemy aircraft attempting to approach the main body. Air attacks were carried out by aircraft of the R.A.F., Indian Air Force or the Royal Ceylon Air Force from bases in Ceylon, India and Malaya.
There seemed to be a hoodoo that covered the exercises. Every year a fatal accident would occur. Once, a Pakistani destroyer was refueling from a tanker, when the rigging lines supporting the hoses parted and a Pakistani seaman was killed.
The most damaging of accidents took place in 1954, when the destroyer H.M.S.Hogue in changing station in darkness, ploughed directly at full speed into the cruiser I.N.S.Mysore. When the destroyer extricated itself, the crumpled bow of the Hogue held some crew members of both ships, some dead, some alive. The destroyer was towed to Trincomalee by Lieut. F.G.Serpanchy using a tug from that port.
During JET 62, in my final year of exercises, I was in command of H.M.Cy.S.Parakrama. The Indian Admiral Soman had been in command of the last phase of that year’s exercises. He announced dramatically, “Operations successfully completed, victory celebrations will be held tomorrow at Trincomalee in Tissa wardroom” and he commanded the seven nation fleet to take up formation for the triumphant entry into Trinco.
As I sat on my chair with relief at the end of the grueling six weeks, I said to my officers “at last we have had an accident-free year.” As I uttered these unprophetic words, I saw on the port beam a plume of water shoot hundreds of feet into the air in the vicinity of the aircraft carrier H.M.S. Hermes. Within a few minutes a voice on the VHF speaker crackled “Friendly aircraft ditched”.
The aircraft, in attempting to land, had banked steeply to starboard in order to avoid the superstructure of the carrier and the wingtip had hit the water, causing it to plummet into the sea. All that remained on the surface was a floating helmet.
5. THE “BLUE WATER” FLEET – THE SHIPS THAT SAILED AWAY
The pride of a Navy resides, primarily, in its Fleet. While Quality may actually reside in its leadership, its personnel, its training, its operations, its service to the Nation and other un-quantifiable things, one cannot deny that it is the Fleet that is the most visible part of the Navy and which contributes most to pride in service and esprit de corps. The Navy, during the World War, had ships that went to sea and took part in operational duties. These ships have been memorialized in “The History of the Navy in Sri Lanka. (1) The Ceylon Royal Naval Volunteer Reserve.” They need no mention again.
In the past-1956 era, a far-seeing Prime Minister, appreciated the need for the country to exercise effective control over the seas around us – not merely the Palk Strait – and began building up a Fleet that would lift us from the “One-ship Navy” that we were, to something more respectable, something we could take pride in. Those of us who threw in our lot with the Navy about this time believed in, and awaited the fulfillment of this promise. For a while, the pride and the promise bloomed; but the time of flowering was brief, and the promise withered on the bough. Still, there was a brief period when Hope and Pride in a “blue water” Fleet flowered and, it is perhaps with a sense of nostalgia for lost youth that I like to think back on the ships that sailed during that all-too-short Summer before the Winter of our Discontent.
The ships of the R.Cy.N were, then, informally categorized into three classes: “King” class, “Animal” class and “Bird” classes.
‘KING’ CLASS SHIPS
H.M.Cy.S.“Mahasena”
MAHASENA, (Commissioned 4.5.59 – Cdr.Proctor in command) was an ex-Canadian “River” class Frigate, ex- H.M.C.S.“Violetta”, ex- H.M.C.S.“Orkney”, built by Canadian Yarrows Ltd., Esquimalt, B.C. and launched on 18th September, 1944. Later sold to Israel and commissioned under the name “Mivtakh”. Sold to R.Cy.N. and taken over by Ceylonese crew at Djibouti and sailed home. Pennant No. 228.
Displacement: - 1,445 tons standard (2,360 tons Full load)
Dimensions: - 283 (p.p)291 ½(w.l.) 301(o.a.)
X
36 ½ x 13 ½ feet
Guns: - 1 x 4 inch, (3 under Israeli
configuration)
8
x 20 mm. AA.
A/S weapons: - 6 D.C.T.
Machinery: - Triple expansion. 2 shafts. I.H.P. 5,500 = 20 kts.
Boilers: - 2, of three-drum types
Oil fuel: - 585 tons
Radius: - 6,000 miles at 12 kts.
Complement: - 160
Commissioned in 1959, de-commissioned on 31.5.62, MAHASENA had only three short years in the Navy, but she was the first ship bigger than a Minesweeper that the Navy acquired. It was not her condition, but her misfortune to have been selected for the Far Eastern cruise that decided her unfortunate fate. Bought during the Arab-Israeli wars from one of the warring nations, the crew from the R.Cy.N. had not only to take over the ship, but sail her safely through the war-zone. Israel had to provide air cover for her over her own waters, the Gulf of Aqaba, and she had to sail into international waters under the neutral flag of Ceylon. Many are the sailors’ yarns told about ghosts in her mess-decks, because it was widely believed that she had been used to bring Jewish settlers to Israel from Europe and to remove unwelcome (to Israel) Arab people in the “Promised Land”. She ended her days in a Hong Kong ‘breaker’s yard.
H.M.Cy.S.“Gajabahu”
GAJABAHU (Commisioned 26.4.60 – Capt. Murray in command) was a Frigate of the same class as MAHASENA, built by Canadian Vickers Ltd. Montreal, P.E. and launched on 8th August, 1943. Also bought by Israel in 1950 from Canada (ex-H.M.C.S. “Hallowell”, ex- “Misnak”). She was sailed by an Israeli crew to Ceylon and taken over in Trincomalee. Pennant No.232. Built by Canadian Vickers Ltd., Montreal, she was completed on 8th August 1944. Being of the same class, the two ships were almost identical in build and specifications.
GAJABAHU was the last of the bigger ships acquired by the Navy and was in commission even longer than the “Vijaya” was. At a time when all the Navy had was her, she did her work very usefully, keeping the sea-going skills of the officers and sailors alive and, when the new intakes began arriving, serving as a training ship very creditably. In addition to this and her normal sea operations, she went on several cruises, keeping the White Ensign flying and, when the Insurgency took place, she was there to play her role of defender of territorial waters. She was de-commissioned in 1978.
H.M.Cy.S.“Vijaya”
VIJAYA, (Commissioned on 7.10.49 – Lt.Cdr.Kadirgammar in command) was an “Algerine” class Fleet Minesweeper that was our first ship. As Prime Minister D.S.Senanayake remarked at her commissioning, it was the most appropriate name to give her. She was built by Redfern Construction Co., Canada, laid down on 30th October, 1943 and launched on 15th February, 1944. Used as an escort vessel by the R.N., commissioned as H.M.S. “Tillsonburg” and H.M.S.“Flying Fish” – her name when she was transferred to the R.Cy.N. on indefinite loan. Pennant No. M 370.
The Algerine class Minesweepers were considered the fastest and most efficient of their type in the R.N.“Flying Fish” had been “mothballed” in Singapore after the war and it was from here that an R.N. crew sailed her to Trincomalee with key R.Cy.N. personnel understudying them. The rest of the Ceylonese crew joined her in Trincomalee for familiarization and “working up”, after which she sailed to Colombo.
Displacement: - 1,040 tons (1,335 tons Full load)
Dimensions: - 235 (o.a.) x 35 1/5 x 11 1/5 feet (max)
Guns: - 1 x 4 inch, 4 x 40 mm.AA, 2 x Saluting, 2 x D.C.T.
Machinery: - Triple expansion, 2 shafts.
I.H.P. - 2000 – 16 ½ kts
Boilers: - 2 of 3-drum type
Complement: - 85 – 100
VIJAYA was the ship that will always be remembered in the Navy, and not for sentimental reasons only. After her commissioning, under her first C.O., Lt.Cdr. Kadirgammar, she performed many operational and training duties, sailed on many memorable cruises – even when she was not “in the best of health” – and played a crucial role in having trained seamen in the Navy when the days of expansion dawned. After almost 15 years of service she was de-commissioned on 31.3.63 and served as a static training ship for the NMA. The emotional hold she had on many is best expressed in the unprecedented act of the Captain of the Navy, Cmdr.Rajan Kadirgammar who, when appointed to that position, elected to fly his Broad Pennant simultaneously at Naval Headquarters, Colombo and on the hulk of the de-commissioned “Vijaya”, his first major command. The cyclone of 1964 cast her adrift and aground and, when the time came to dispose of her, it was discovered that she was still the property of the R.N. Special arrangements had to be made to get over this problem. Her Ship’s Wheel is preserved and on display in Sri Lanka’s first Maritime Museum, in Galle.
H.M.Cy.S. “Parakrama”
PARAKRAMA (commissioned 12.9.58 – Lt.Cdr.Caldera in command) was also an “Algerine” class Fleet Minesweeper, differing from VIJAYA mainly in that she had steam turbines, while VIJAYA had reciprocating engines. She was built by Harland & Wolff Ltd., Belfast, laid down on 11th January, 1943, launched on 3rd August, 1943, completed 15th October, 1943 and commissioned H.M.S.“Pickle”, Pennant No. M 293. she was placed in reserve after the war and brought out of reserve and docked in U.K. for alterations and additions, before being taken over at Devonport and sailed to Ceylon by a R.Cy.N. crew.
PARAKRAMA is remembered as a very good ship and one we should not have lost. The part she was made to play in the Far Eastern cruise was her undoing and her sale was regretted by all in the Navy. Her condition was good enough for the purchaser not to scrap her but to convert into a Singapore-Hong Kong Ferry. De-commissioned on 13.12.63, her ultimate fate is unknown but her Ship’s Bell still proudly hangs outside Naval Headquarters.
‘ANIMAL’ CLASS SHIPS
H.M.Cy.S.“Kotiya”
KOTIYA was a “Ford” class 3101 series Seaward Defence Boat, described (in 1958-59) as “an entirely new design of naval vessel, their purpose being to detect, locate and destroy submarines, in the approaches to defended ports. Their armament includes depth charge release gear and flares. Modern electronic equipment is used in association with their armament. The boats have comprehensive electrical installations.”
Displacement: - 120 tons standard 160 tons Full load
Dimensions: - 110 (pp.), 117 ¼ (o.a.) x 20 x 4 ½ feet
Guns: - 1 x 40 mm. Bofors AA.
A/S weapons: - Depth charge release gear.
Machinery: - 2 Davey Paxman diesels. Foden engine on centre shaft. Speed = 18 kts
Complement: - 20
KOTIYA was the victim of Cyclone “Emily”. Secured alongside the 2-fathom jetty in the Dockyard, with her engines removed for overhaul at the workshops, she was in no position to be sailed. Her C.O. had to wait on the pier and watch her being repeatedly bashed against the jetty till her sides stove in and she sank at her moorings in two fathoms of water.
H.M.Cy.S.“Aliya”
ALIYA (Commissioned 18.1.57 – Lt.Cdr.Caldera in command) was an “Empire” Class Seagoing Tug, of a type built by Cochrane & Sons Ltd., Selby, Yorks., England. Date not known. H.M.S.“Adept” (ex-“Empire Barbara”) was in Trincomalee when the take-over of the Base was negotiated. She was transferred to the R.Cy.N. around this time. There had been another Fleet Tug, by the same name, “Adept” but of the “Assurance” class which the RN lost during the war.
Displacement: - 503 tons (Full load)
Dimensions: - 105 x 26 ½ x 12 ¾ fleet
Machinery: - Triple expansion. I.H.P.: 850 -10 kts.
She was also de-commissioned on 31.3.63.
‘BIRD’ CLASS SHIPS
These were the unarmed vessels purchases in the early fifties for anti-II and anti-smuggling work, and were of two types:
H.M.Cy.S.“Hansaya” and H.M.Cy.S.“Lihiniya”
HANSAYA (Lt.Chanmugam in command) and LIHINIYA (Commissioned 4.1.55 – Lt.Dharmadasa in command) were metal-hulled, hard chine craft designated Long Patrol Boats (LPB). They were built for the Navy by Korody Marine Corporation, Italy.
Displacement: - 36 tons
Dimensions: - 63 7/12 (pp.) 66 (o.a.) x 14 x 4 feet
Machinery: - 3 General Motors diesels
Both were de-commissioned in the ‘seventies and disposed of.
H.M.Cy.Ships “Diyakawa”, “Korawakka” “Seruwa” and “Tarawa”
These were wooden-hulled vessels chosen to operate in the shallow waters of Palk Bay. Designated Short Patrol Boats (SPB), SERUWA (Commissioned 15.7.55 – Sub Lieut. Jilla commanding), DIYAKAWA (Commissioned ………. Commissioned Bo’s’n F.A.A.Serpanchy commanding), TARAWA (Commissioned ….…. Commissioned Bo’s’n Christoffelsz commanding) and KORAWAKKA (Commissioned …….Commissioned Bo’s’n commanding joined the flotilla at the Karainagar Base.
Displacement: - 13 tons
Dimensions: - 46 (pp.), 48 (o.a.) x 12 x 3 feet
Machinery: - 2 Foden FD.6 diesels.
All were decommissioned in the ‘seventies, but DIYAKAWA served as a survey vessel for the Hydrographic Unit till all were disposed of.
In addition to the MAHASENA, GAJABAHU, VIJAYA, PARAKRAMA and ALIYA, other ships were also looked at. In fact, “Jane’s Fighting Ships: 1958-59” shows pictures of a “Loch” class Frigate, H.M.S.“Loch More” which “is officially stated …… will be transferred to the Royal Ceylon Navy”; and of a “Bar” class Boom Defence Vessel. H.M.S.“Baron” which “….. is officially stated ……. is to be purchased from Great Britain for the Royal Ceylon Navy”. However, these transfers did not take place: events of a different nature intervened.
What would the Fleet have been, one wonders, if the strategic vision of the late Prime Minister S.W.R.D. Bandaranaike’s had only been allowed to come true!
“Sailors, then, were sailors, aye, and ships, they were ships,
When the Ports were filled with loveliness, and (ships) were on the sea”
6. LOOKING BACK AT UNIPOM
Lieutenant F.J.Dominic
The United Nations India-Pakistan Observers Mission (UNIPOM) was established in September 1965 in pursuance of the Security Council resolution of 20th September 1965, which demanded a cease-fire in the fighting between India and Pakistan, and requested the Secretary General of the U.N. to provide the necessary assistance to ensure supervision of the cease fire and withdrawal of all armed personnel. The cease-fire came into force at 0300 hours on 23rd September 1965.
UNIPOM was charged with the supervisionof cease fire outside Jammu and Kashmir. UNMOGIP (United Nations Military Observer Group India-Pakistan), an older organization had since 1949 been charged with the supervision of the cease fire between India and Pakistan in the state of Jammu and Kashmir. The two organizations maintained a close administrative co-ordination and co-operation and supervised the cease fire as a whole through out the area of conflict.
Ceylon, a member of United Nations, was also requested among many other countries to provide military observers to assist the Chief Officer appointed by Secretary General in supervision of cease fire. Ten Service personnel were selected and flown to UNIPOM Headquarters, Lahore, West Pakistan, on 31st October 1965.
Mission
UNIPOM was an observation mission whose function was to observe and report on compliance with the cease fire, and overseeing the withdrawal. In order to assist in carrying out these functions, the entire conflict area of 100 miles was divided into sectors in each sector two UNIPOM stations were established, one on either side. The number of Milobs (Military Observers) in a station depended on the extent and the situation prevalent in that sector. Initial appointment of O.I.C. of a sector depended on the suitability of a Milob and not on seniority.
Once experience was gained by all, the senior member of the team was appointed as O.I.C. Lahore was chosen as UNIPOM Headquarters on the Pakistan side and Amritsar was chosen as Headquarters on the Indian side. In all 14 stations were established, 7 on either side in or close to the Forward Defence Locality (F.D.Ls)
The area of conflict extended from Sialkot in the shadows of Kashmir’s mountains in the north, the rough fertile wheat, sugar cane and cotton fields of Punjab, through Rajasthan Desert to Runn of Kutch in the south. This strech was supervised by about 89 Milobs which included the staff at UNIPOM Headquarters Lahore. Milobs often lived in mud huts and bunkers in these areas to carry out their duties. In the Northern Stations (all stations other than those in the Desert), the Milobs had fairly comfortable places to live in and were close to the F.D.Ls. They were able to get to the front line easily to carry out investigations of complaints of cease-fire violations received, to be in area to show the forces the presence of U.N. personnel, to drink tea and have spot lunch with the Sector Commander of the area, and at the end of it all, be able to return to the U.N. Station and have a fairly comfortable night. Whereas in the desert, U.N. Stations were often 50 to 100 miles from the front line, here the Milobs had to go to the front line in pairs to live at the front line to anything upto 10 days at a stretch in mud huts, bunkers, tents and in temporary huts constructed out of dried branches and twigs, available in plenty in the desert, and endure extreme temperature that changes from 110 – 120 during day to about 60 – 65 during the night. On completion of their turn of duty at the front line, these Milobs return to the main sector U.N. Base for a fresh water bath, clean clothing and rest for two to three days before being sent out to a different sector of the front line.
A day for a Milob
It starts off after breakfast at 6 A.M. When all complaints of cease-fire violations received during the night are reviewed and serialized Milobs are then detailed to investigate the complaints commencing with the complaints considered very serious. Milobs proceed out in pairs and maintain constant communicate with their station, by wireless sets installed in Jeeps. Milobs proceed direct to the Command Headquarters from where the complaint was forwarded, and after a cup of tea with Officers present, are escorted or directed to the area of Violation.
Once in area further cups of tea follow, while the details of the violations are discussed with the Officer in command of that particular area. Lunch arrangements are also made by this Officer, if not already arranged at Command Headquarters. The Milobs then proceed with this Officer or his representative to the exact spot where the violation occurred, to obtain first hand information from forces on the spot. If the violation was of a serious nature prior arrangements are made for Milobs of the opposite station to turn up at the area of violation. After establishing communication with opposing Milobs, and after informing both forces of the presence of Milobs in area, the Milobs meet in the cease fire area separating the two forces. These meetings between Milobs often called upon the Milobs to walk straight towards the barrel of an M.M.G. or cross anti tank mine fields, where mines can be easily located. All informations and statements taken according the particular Violation are exchanged at this meeting. Further investigation on either side if required was carried out to confirm or disprove the complaints. Once satisfied that the complaint has been fully investigated, and after many more cups of tea, the Milobs return to station, usually after very late lunch, either with Officer in charge of the sector or at Command Headquarters. On return to station Milobs had to type out their detailed report on investigation carried out, which includes findings and remarks by O.I.Cs. These are made ready for dispatch to U.N. Headquarters by 0800 the following day, by special dispatch service, which operates daily in the Northern Station. Desert Stations forward a summary of the report by wireless and forward the full report by aircraft dispatch service, which operates thrice weekly. The arrival of dispatch service was always eagerly awaited by Milobs, as private mails and P.X. stores were delivered via this service.
Often in the desert sector, single engined OTTER aircraft were used to airlift Milobs from their forward position to an area of Violations which were inaccessible by jeeps. These aircraft often landed and took off from emergency air fields prepared in the desert, or a straight stretch of desert that looked a suitable landing strip. A work of praise is due to the Canadian Air Force personal who manned these aircraft, who did a wonderful job under trying and dangerous conditions without a major mishap.
The lighter side of the investigations.
Often investigating complaints of cease fire violations did not pass without some hair raising, hilarious incidents. To mention a few at the beginning of the mission, Milobs were required to survey and chart the actual position held by the troops, and locations of mine fields. This was to enable the UN to keep a tag on all positions as at time of cease-fire, and to prevent any advance or laying of further mine fields. A Continental Officer, a serviceman from the resistance group of World War II, once during the survey, proceeded to walk across a mine field local Officer ordered him not to proceed any further. Whereupon this Continental Officer, proceeded to point out all the mines that were laid and refuse to return and continued to cross the mine field. Irritated, the local officer threatened to stop him, if he does not stop. At this order the Continental Officer, whose command of English was not very good, sat in the centre of the mines and called upon the local officer, “You shot”. Crisis was averted by the timely arrival of the Sector Commander, who persuaded the Milob to come off the field and use a different route to carry on his task. There was another occasion when two Milobs (one Ceylonese) were required to investigate an alleged cease-fire Violation. Having completed their investigation on their side, they were coming out of a mud hut to proceed to the opposite side to carry out further investigation when, unannounced, an M.M.G. opened up on them. Reflexes were good and both Milobs hit the bench alongside the hut, just in time to avoid the slugs. Net result being two infuriated Milobs and a strong report regarding this incident to U.N. Headquarters.
Often meetings of opposing Commanders were arranged at the C.F.L. to formulate an definite cease-fire area. These meetings usually took place after a serous cease-fire Violation or after a series of cease-fire Violations in that area. The Commanders meet at the C.F.L. along with Milobs from both sides and proceed to discuss everything else except the problem of land. This often helped in easing the tension, as these discussions often led to the discovery, that sometime or other before partition, both Commanders had served together. This leads to further friendly discussions about old times.
While the discussion between Commanders continue tea and short eats are served by both sides. Milobs make it a point to eat the same amount of short eats and drink same number of cups tea on both sides. Once the friendly atmosphere has been established the Milobs get to the problem in hand, for which a solution is found in matter of minutes, both Commanders being more than willing to compromise.
Compensatory Time Off
Popularly known as C.T.O. At the start of the mission no time off was given to any Milob for 2 months, due to shortage of Milobs and extra pressure of work. Once the situation improved, seven days C.T.O. was given to a Milob after 30 days of duty at a station. During this period a Milob may make use of all U.N. facilities (aircraft and jeeps) to get to most of the places in India and Pakistan. There were 3 weekly U.N. flights to Rawalpindi, Sirinagar, Delhi and Karachi from Lahore, which the Milobs made use of during C.T.O. Also Milobs were afforded special U.N. rates at hotels and house boats recommended by the U.N. Generally all Milobs on C.T.O. arrived at U.N. Headquarters prior to commencement of C.T.O. and report to U.N. Headquarters after completing C.T.O. when arrangements were made to rejoin station for further 30 days of peace keeping.
Withdrawal
At the Tashkent declaration of 10th Jan’66, it was agreed that all armed personnel of the two countries be withdrawn by 25th February 1966 to a position held by them before 5th August 1965. During this phase Milobs were required to observe and report what both sides were doing to implement the withdrawal plan to which they had agreed, and to investigate and report on complaints.
Concerning non implementation of the withdrawal plan, in order achieve a smooth withdrawal, the Milobs were called upon to use their good office when requested by either party to assist in arbitration with extreme care, arrange meetings of opposing Commanders to facilitate smooth implementation of the withdrawal plan, to check as far as possible on demolition and mine lighting, to supervise the use of explosive by both sides to dismantle defence work, and most of all to report on any destruction or removal of civilian property.
The withdrawal was carried out in two phases. Phase I: Withdrawal of Armed Forces to a specific distance from cease fire line. Phase II: Removal and nullifying all defences. On completion of the above phases, all Armed Forces on the other side of International Border and cease fire line were withdrawn, and completed by 25th February 1966.
The Milobs were required to inspect all occupied areas after 25th February to ensure withdrawal plan had been implemented and report accordingly to Headquarter UNIPOM.
Closure of Mission
Once the task of overseeing withdrawal was completed, all Milobs were withdrawan to Lahore, commencing 27th February. Presentation of U.N. medals to Milobs for services with UNIPOM followed. A Farewell Cocktail Party by Chief Officer to Milobs closed the mission on 15th March, after which all Milobs returned to their countries leaving behind the U.N. Field service for mop up operation.
7. OFFICER CADET TRAINING IN THE NAVY
Vice Adm. A.H.A.de Silva
With the intended formation of a Regular Navy, the decision was taken to appoint six naval cadets to follow the Royal Navy system of Officer Education and Training. The appointments took place on 1st September, 1950 and the cadets were winging their way to Britain on 13th September in a “Skymaster” aircraft of “Air Ceylon”. Due to the delays in recruiting, they were not given any sort of indoctrination before their departure. The only introduction to the Navy came when the Officers invited the cadets to a Mess Dinner which was being held to bid farewell to other Officers proceeding for further training.
Arrival at the Brittania Royal Naval College (BRNC), Dartmouth, and induction to the strict training regime did not leave much time for introspection. The winter weather setting in by October was a hazard they had to learn to live with, especially during the “morning routine” by the river, or in a barely-heated pool. Our colleagues were mainly British cadets who had been brought up in a naval environment as most of them were sons or grandsons of naval persons who were traditionally following in their elders’ footsteps.
BRNC was a College that had three streams of entry: at age 13, when all of one’s secondary education was done at the College; at age 16, after the ‘O’ Levels in the school system; or at age 18+. The Ceylonese were in the last category. A total of about 80 cadets joined in this category, and were designated “Benbows” as they were accommodated in that Mess-deck. The cadets from the other types of entry were colloquially known as “Darts”. The Benbows spent only one term at the College and married up with the Dart division who had completed 8 terms at the College, and proceeded on the training cruise especially designed for cadet training. Other foreigners on that batch of cadets were Burmese, Pakistanis and New Zealanders. Australians, who had their own Naval College, joined the training Cruiser.
A period of two terms were spent on the training cruiser and each term was spent in a different part of the western hemisphere. The West Indies (Spring), Meditteranean (Summer) and Norwegian (Winter) cruises were in vogue at that time.
The cadets were kept busy, interspersing Academics with Practical Naval subjects, keeping watches on the Bridge, Engine and Boiler rooms while underway and doing harbour duties when in port. Cadets were designated to parts of ship, and boats were manned by them. The tasks were rotated during the cruise so that each person had an opportunity of experiencing various duties and tasks.
On completion of one year of cadetship, a promotion to Midshipman and an appointment to a major war vessel was arranged. One spent 12 months on board such a vessel before appearing for the Seamanship Board examination to qualify for the rank of Acting Sub Lieutenant. On completion of the Board examination one was appointed to a small ship for further familiarization before hoisting one’s stripes and proceeding to the Royal Naval College at Greenwich for the Junior Staff College and Academic courses, for a period of two terms.
Upon completion of this period, the Actg. Sub Lieut. Commenced technical courses in the sub-specialisations of Navigation, Gunnery, Torpedo/Anti-Submarine warfare (TAS), Nuclear, Biological and Chemical Defence with Fire-fighting, (NBCD), Communications, Divisional work, Air, and Electrical. On completion of these courses one proceeded to sea to earn the Watch-keeping and Ocean Navigation Certification, at the end of which one was considered a fully-trained Naval Officer.
Subsequent batches of cadets had the benefit of local training and indoctrination before proceeding out of the island. This was carried out at the training establishment H.M.Cy.S “Rangalla” at Diyatalawa. Later batches of Midshipmen did their “sea-time” in the Indian Navy’s Midshipman Training Ship.
The Royal Navy changed their system of cadet training in 1956, when all the training and education was concentrated at BRNC. Sea training was carried out in the ships of the Dartmouth Training Squadron in short spells and joined the Fleet on completion of training as Actg. Sub Lieuts. The period at Dartmouth thus extended to over two years as Cadet and Midshipmen.
Cadet training with the Royal Navy was halted after the intake of 1959. The intake of 1960 was sent to India, where the system was similar to the old Royal Navy system. The next intake, several years later were trained at the Naval & Maritime Academy, Trincomalee.
EDITOR’S NOTE
The following intakes of Cadets were trained at Dartmouth prior to 1960. The names of those who rose to command the Navy are shown in BOLD type. (Names in alphabetical order)
1950 R.Alliraja
A.H.A.de Silva
D.A.G.Fernando
K.N.Jilla
J.C.Kelaart
J.A.L.P.Perera
1951 L.V.Balthazaar
B.N.Dharmaratne
J.M.Wright
1952 L.S.Dissanayake
H.N.Gunawardena
A.B.Henricus
M.R.Rajasingham
K.J.R.Serpanchy
A.B.T.Tambinayagam
D.E.Weerasingha
H.E.Wijesingha
1953 G.H.M.P.Elikewela
C.M.J.G.Fernando
F.M.Dharmaratne
B.G.Jacob
H.B.Perera
H.A.Silva
1955 A.N.de Andrado
H.J.S.Baldsing
W.N.D.Boteju
G.M.F.Marshall
1956 F.J.Dominic
J.Jayasooriya
D.C.D.Lecamvasam
K.R.L.Perera
E.R.Phillips
P.M.Thambugala
1956 E.P.D.Caspersz
A.R.C.Fernando
R.S.Jayatilleke
B.Y.C.Lecamvasam
G.M.F.Marshall
M.R.Tharmaseelan
1957 S.C.Bramananda
W.W.E.C.Fernando
R.S.Jayanetti
P.Jayasingha
D.P.Liyanage
T.Nadarajanesun
R.Rasiah
L.R.Rajasingham
F.N.Q.Wickremeratne
N.H.Wijesekera
1958 M.A.Andriesz
B.S.Basnayake
C.B.H.Gunaratne
A.I.Jayawardena
A.S.Jayawardena
N.G.Nanayakkara
S.M.Rajasingham
R.S.Senanayake
T.Somasunderam
G.D.A.Wirasekera
1959 D.N.A.Beneragama
Of the next intake, only three were sent to the U.K. in 1960. The rest were to follow in 1961 after they had completed their ‘A’ Levels for which they were being coursed at “Rangalla” under Instructor Officers. However, before this day dawned, a policy decision was made to send these Cadets to India for training. They – the only Cadets to be trained in India – comprised the following.
1960 A.Wijetilleke
N.G.A.Fernando
I.M.Tillekeratne
M.S.Siriwardena
M.S.Jebaraja
F.C.De Croos
C.D.Jayakody
A.M.A.P.Abhayawardena
F.H.J.Perera
H.L.L.M.Karuanaratne
M.R.Abdeen
P.Ambalawarner
C.S. de Zoya
R.Samaratunga )
P.J.Samuel ) U.K.
E.J.P.de Silva )
By the time
the next intake was recuited, the Navy had sufficient local expertise to match
India in Cadet and Midshipmen training.
The next intake was therefore trained at the Naval & Maritime
Academy, Trincomalee. The first intake
comprised:
1968 H.R.Amaraweera
M.J.M.Ayub
T.Z.Bagus
D.K.Dassanayake
S.Ganhewa
C.A.M.Jayamaha (Killed in Action)
L.P.R.Mendis
D.S.R.Mills
S.D.Munasingha
M.W.Musafer
D.W.Sandagiri
H.C.A.C.Tissera
8. ADMINISTRATION AND MAINTENANCE OF LIGHTHOUSES FORMERLY OWNED BY THE SRI LANKA NAVY
By Commodore C.I.F. Attanayake SLN
Introduction
The Sri Lanka Navy, on behalf of the Government of the Socialist Republic of Sri Lanka accepted and assumed full responsibility for the management and administration of the undermentioned Lighthouses in Sri Lanka on 1 April 1976. These Lighthouse were previously administered by the Imperial Lighthouse service of the United Kingdom.
Barberyn Lighthouse (110ft.high x 25 feet diameter) situated in an island 300 yards off the Western coast at Beruwela.
Dondra Head Lighthouse (160 feet high x 35 feet diameter) situated at the southernmost point of Sri Lanka.
Great Bases Lighthouse (100 feet high x 25 feet diameter) situated at sea 8 miles off Kirinda coast.
Little Bases Lighthouse (100 feet high x 25 feet diameter) situated at sea 30 miles North East of Kirinda.
These four lighthouses are internationally-known lighthouses. They are used by mariners of all nations to guide them along international sea lanes. Between Australia and the East, and Africa and the West-these four lighthouses from the most important navigational landmarks in the vast expanse of the Indian Ocean. Hence their proper maintenance and control is a vital necessity, grave responsibility and a moral obligation, in order to maintain them in peak condition always.
Construction of great basses and Little Basses lighthouses
The Great Bases and Little Basses rock lighthouse situated at sea in the Indian Ocean on coral reef off the south – eastern coast of Sri Lanka were built by the British Imperial Lighthouses service of the Department of Trade and Commerce between 1864 and 1876.
These lighthouses were built from granite stone blocks quarried from Dalbeatty in Scotland. Rocks from the Cornish quarries of Cheeswiring and Penryn were cut to include wedge on the adjacent sides to snugly fit into each other, and were brought here to build these lighthouses. These stone blocks were first assembled ashore at Galle. Each one was numbered, dismantled and then shipped in barges to the present sites at Sea and reassembled on the coral reefs tremendous engineering and well co-ordinated logistics exercise. It took nearly 10 years to build these two rock lighthouses.
Initial Operations
Initially kerosene oil was used as the illuminant for lanterns at these Lighthouses for several years. These Lanterns were rotated by a gearwheel mechanism whose clockwork gearing had to be manually rewound by the Lighthouses Keepers once every 3 hours. With the invention of electricity by Michael Faraday, they were replaced with carbon filament and subsequently Tungsten filament electric lights powered by diesel operated generators. During recent times they have been modernized and are electronically operated to precisely provide the relevant characteristic of the lights. They are amongst the most modern and powerful lighthouses in the world. The characteristic of little basses is two white light flashes every 10 seconds and that of Great Basses is one red flash every 15 seconds.
With the reopening of the Suez canal, the Dondra Head lighthouse practically assumed great importance. It is the landfall for all shipping from the Persian Gulf and the Gulf of Aden to the Bay of Bengal, Singapore, the Far Fast and Australia.
Administration
The Imperial Lighthouse Service which administered these lighthouses prior to hand over to the Sri Lanka Government, collected light-dues from all ships calling at Colombo, for the upkeep and maintenance of these lighthouses. These lighthouses also helped the British Government to promote their one time monopoly of the far Eastern export trade and shipping since the early 19th Century.
The author had good fortune of serving as the Superintendent and Naval Officer-in-Charge of the Sri Lanka Navy lighthouse Service for almost 8 years, in addition to other Naval duties. Hence he had opportunities to meet the Lighthouse Keepers regularly and to talk, and sometimes to live with them in their isolation. These Lighthouses Keepers (Light Keepers) take a great pride in belonging to this unique service. The fathers and grand fathers of some of these Light Keepers have also served on these Lighthouses for generations. These Keepers stationed at great Basses and Little Basses have to spend a very lonely existence far removed from human habitations for continuous 6 weeks at a stretch until they are relieved. Prior to the Sri Lanka Navy taking over these lighthouse from the British, they had to spend continuous 3 months before they were relieved. People who can perform these duties efficiently for long hours under monotonous and arduous conditions need to be temperamentally suited and are indeed a rare breed.
Operation & Maintenance of Lighthouse Equipment
The operation of all equipment installed in these lighthouse is the responsibility of the Light Keepers who have received all necessary instructions and are fully acquainted with the various procedures. The Light Keepers are also responsible for certain minor maintenance work and periodic routine check of the equipment. The senior Principal Light Keepers (PLK) is in charge of the Lighthouse and work out a watch system to ensure efficient operation of the equipment.
Feeding of Light Keepers
All Light Keepers stationed at Great Basses and Little Basses are fed free. Victuals are issued on a set ration scale. No cooks are provided at Great Basses and Little Basses and Light Keepers themselves are responsible to prepare their meals. At the other two Lighthouse, a victualling allowance is payable to Light Keepers, and no free food is provided.
Provision of Victuals and Stores
Victual and stores for the Light Keepers at Great Basses, which include tinned foods are provided from the Colombo depot. Cash purchase of victuals are also made at Tissamaharama. This function is entrusted to the sotre keeper. Prior to the actual date of relief operations, all items of victuals and stores are bagged, packed and transported from the Colombo depot by the Lighthouse service vehicle to Kirinda harbour.
Relief for the Great Basses and Little Basses Lighthouses
The Light Keepers at the rock lighthouse Great Basses and Little Bases are relieved once every 6 weeks. The reliefs and done from Kirinda harbour. There are 4 Light Keepers at each of these Lighthouses to operate the navigational lights and to maintain the machinery and equipment. The Principal Light Keeper (PLK) is in charge, and others are Senior Assistant Light Keeper (SALK), Junior Assistant Light Keeper (JALK) and Apprentice Light Keeper (ALK). The change-around is staggered and two of these Light Keepers are relieved once every 6 week during relief operations so that there is continuity. This system of staggering the change around besides giving continuity, does not bring about delays in hand over to relief Light Keepers.
The relief of Great Basses and Little Basses Lighthouses is carried out by the Lighthouse vessel PRADEEPA with the assistance of a 32 foot wooden surf boat. This surf boat laden with relieving Light Keepers, fuel, provisions, stores, spares etc is towed from Kirinda harbour commencing at first light. Relief operations are normally done during early forenoons, as weather and sea conditions at these Lighthouses deteriorate in the afternoons and sometimes become impossible and dangerous.
Before PRADEEPA leaves Kirinda harbour of effect operations, the surf boat is launched a day prior to the commencement of the reliefs, is made ready in all respects. The Launching (and beaching after the end of relief operations) of the surf boat is done contract and is a manual operation. The Store Keeper supervises the operation. The labour for the operation is obtained from the Kirinda village.
Execution of Relief Operations
The PRADEEPA on arrival at Kirinda harbour from Colombo, anchors approximately a cable from the shore. Due to submerged rocks at the entrance to the Kirinda harbour being a navigational hazard to ships and craft, PRADEEPA always endeavours to enter Kirinda before sunset.
The relief consists of the change around of Light Keepers, provision of victuals including fresh and dry foodstuffs, stores, diesel fuel, lubricants, spares and fresh water. The movement of personnel from anchorage to shore/return and the transportation of victuals and stores from the Boathouses at Kirinda to PRADEEPA is carried out by a Rubber Inflatable Dingy (RFD) propelled by a 40 Horsepower Outboard motor (OBM). The RFD and the OBM is carried on board PRADEEPA.
The PLK reports daily by radio the sea and wind conditions experienced at Great Basses and Little Basses and also indicates whether the relief is possible or not. On receipt of this information, PRADEEPA sets out at first light from Kirinda with the surf boat and crew in tow. Depending on the prevailing sea conditions at the respective lighthouses, PRADEEPA closes to about one cable from the lighthouse when the surf boat is released and PRADEEPA thereafter drops anchor. By means of oars, the surf boat approaches the landing of the Lighthouse to about 15 to 25 yards and anchors with the assistance of a head rope from the landing. The surf boat then secures in such a manner so as to ride the swell and surf.
Transfer of personnel, victuals and stores is effected by a line attached to the crane erected on the landing of the lighthouse. Routine transfer is not attempted in unfavourable sea and weather conditions. The Boatswain (Bosun) who is in charge of the surfboat, with the assistance of the Light Keepers is responsible for the transfer from surf boat/landing and vice versa. The Bosun in final authority to make the decision whether the transfer is possible or not. Generally the officer in Charge of PRADEEPA accepts the Bosun’s decision and judgement on the matter. Transfer of diesel fuel or fresh water is by a system of buoyant hoses which has additional buoys attached to it. Aboard the PRADEEPA there is approximately 300 yards of hose for this purpose. The surfboat is not used for this operation. The RFD passes a heaving rope to the landing, to this rope is connected the buoyant hose which the PLK couples to the filling point.
The PRADEEPA is equipped with additional portable fuel tanks to transfer of fuel and these tanks are carried in the hold.
The time taken for transfer of personnel and stores is dependent on the sea and weather conditions and quantity of stores. Under safe landing conditions, the transfer 1600 gallons of fuel takes approximately 3 hours.
The Light Keepers at Great
Basses and Little Basses are entitled to Saturdays, Sundays and other Statutory
holidays for the period they are actually on duty at Great Basses and Little
Basses. For a 6 weeks tour of duty, they
are therefore entitled to approximately 2 to 2 ½ weeks of carned leave.
Thereafter till they are required on duty they are ‘on call’ and are required
to indicate their whereabouts to the Superintendent of the Lighthouses
Service. This period of on call is about
3 ½ weeks for which they are in receipt of full pay.