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- The latest issues: 327
History
Pilotage Laws 1888
PILOTAGE LAWS 1888
At a time when the UKMPA are working to draw up a new Pilotage Act including provisions to incorporate the relevant sections of the Port Marine Safety Code it is timely to look back at pilotage history. The following are extracts from a paper tabled at the 1888 UKPA Conference by Commander Cawley. It is equally valid today! Read the rest of this entry »
Lee, Martin
MARTIN LEE
Last “Grand Mat’’ of the AICH (UK branch)
View the original illustrated pdf article:
https://pilotmag.wpengine.com/wp-content/uploads/2008/07/pilotmag-281-final.pdf
It is with sadness that I have to report the passing away of retired Trinity House (latterly Medway) pilot Martin Lee. Many will remember Martin for his enthusiasm for the “wind ships”, one of the last of which was the Passat where Martin served much of his apprenticeship in the late 1940s. Read the rest of this entry »
AMICALE INTERNATIONAL CAP HORNIERS (AICH)
AMICALE INTERNATIONAL CAP HORNIERS
THE BRITISH SECTION
In May 1937 a group of retired French sailing ship masters held a banquet in St Malo to honour Professor George Delarney, chair of the Department of Navigation. They there and then formed the “Association Amicale des Capitaines au Long Cours Cap Horniers”, AICH. Read the rest of this entry »
Pilot Cutters identified
PHOTOS IDENTIFIED
On page 12 of the October 2004 issue of The Pilot there were two photographs for which information was sought. Once again Harwich Haven pilot Andy Adams has provided the following fascinating and detailed information. Read the rest of this entry »
WW2 Torpedoed & Adrift
One of the sadder aspects of being the editor of The Pilot is the regular receipt of obituaries which frequently reveal remarkable careers undertaken by pilots, especially those who served during the war. Neil MacNeil, whose obituary appears here, was one such pilot who following being torpedoed in the Atlantic survived for 11 days in an open lifeboat prior to reaching the Caribbean island of Tortola. Read the rest of this entry »
Pilotage History Part 2
PILOTAGE HISTORY ~ Part 2
Harry Hignett
View the original pdf illustrated magazine article:
pilotmag.co.uk/userfiles/Pilotmag%20279%20(Oct%2004).pdf
The Francis Henderson, built by Murdock and Murray in 1896, the first steam pilot
vessel for the Liverpool Pilot Service. From an original painting by J Witham.
In part 1 we learned how the situation for pilots over the centuries had resulted in
legislation covering compulsory pilotage being introduced but as a result of poor
drafting much of this legislation was open to abuse and offered poor protection for
pilots. Read the rest of this entry »
Pilotage History Part 1
PILOTAGE HISTORY Harry Hignett
View the original pdf illustrated article from the magazine:
pilotmag.co.uk/userfiles/Pilotmag%20278%20(Jul%2004).pdf
The majority of serving UK pilots have joined the service since the implementation of the 1987 Pilotage Act and many are probably largely unaware of the origins of the UKMPA. June marked the 120th anniversary of the UKMPA (originally the UKPA) and for the 1984 centenary Manchester pilot Harry Hignett (now retired) wrote a book detailing the history of the UKPA. Read the rest of this entry »
LOSS OF LIVERPOOL PILOT CUTTER CHARLES LIVINGSTONE
Many pilots will be unaware of the greatest tragedy to befall UK pilotage when the Liverpool pilot cutter Charles Livingstone was lost in 1939. Retired Liverpool pilot David Hodgson has sent in the following report to the enquiry submitted by his great uncle, Senior Class 1 pilot, Tom Webster. Read the rest of this entry »
WW2 Picture Identified
INFORMATION REQUIRED… AND SUPPLIED
In the July issue I ran an article on Pilotage in
… the illustration comes not from the Liverpool District but from
The photograph shows the convoy anchorage inside the boom, which stretched from the Essex to
September 1945.
LIVERPOOL PILOTAGE DURING WW2
A summary by R.F. Youde Licensed Liverpool pilot 1936 -1975
On the outbreak of war it was ordered that all leave for pilots was cancelled and no pilot would be granted leave of absence to join the fighting services. Pilotage in Liverpool was declared a reserved occupation by order of the War Cabinet, however, there was an instance of an apprentice-pilot who joined the Royal Air Force, was commissioned with “wings” and served as an instructor in flight navigation. The Pilot-boat on the Western Station at Point Lynas was ordered to proceed to a position near the North West Light-Float and to keep her station there, about seven miles to the west of the Bar Lightship. In that position she continued to serve ships approaching Liverpool from the south and around the Welsh coast, while the Bar Pilot boat maintained her usual station near to the entrance to Queens Channel, the main channel which leads into the Mersey. Navigation in the Mersey was suspended during the hours of darkness due to the restrictions which were placed on lighting until well after the severe blitz of May 1940. An Examination Service was set-up on the Bar pilot-boat, comprising Royal Naval commissioned ranks, NCOs and other ranks. Accommodation was cramped and there were instances of Royal Naval officers taking exception to being obliged to live and eat with other ranks. After the fall of France, the Royal Navy managed to produce a pilot-boat from Holland for the Examination Service. This made life much easier for the pilots and crew of the Bar pilot-boat. At the outbreak of war there were 145 licensed pilots. This number was considered to be insufficient to meet the unforeseeable problems which were known would lie ahead. Twenty men were recruited from outside the Liverpool Pilot Service. They had either served as pilots in other ports, including London, Southampton, and Preston, or else were Masters or Mates who had held Pilotage Exemption Certificates for the Mersey. The Pilotage Authority also invited Second Class Liverpool Pilots (then limited to 2,000 tons net) to apply to be examined for a 4,000 ton-limit licence, to be held until completion of the normal qualifying period for a First-Class licence, which was then an unrestricted licence. It was ordered by the Marine Surveyor and Water Bailiff for the Mersey Docks and Harbour Board that the Mersey should be partitioned into anchorages which were effectively designated as specific parking lots. Circles were printed in red ink on the chart from the Rock Lighthouse as far south as water would permit any anchorage at low water. Each parking lot was numbered and was useful for tugs and river-launches in ascertaining where particular ships were anchored. A principle difficulty was in the matter of communication. In most circumstances the only possible means was by Morse lamp or by hailing through a megaphone. In many cases, ships were routed to Liverpool for orders but had not been given specific docking instructions. Very often this would lead to a ship missing the tide which she could otherwise have made if only the necessary arrangements had been known and, in consequence, space would be taken up in the anchorages. When a convoy was preparing to sail it was usual for some of the ships to undock and anchor in the river and then wait for the rest of the fleet to join them by undocking on the following tide, as there might well have been too many ships to undock all at once on the same tide. This would add to the congestion in the anchorages and, if a convoy was due in on the next day and perhaps did not catch the tide, there would be further addition to the congestion. When the air-raids became heavier and more frequent after the fall of France, the enemy began to drop magnetic mines which lay on the sea-bed and could not be seen from the surface by ships navigating the river and channels. To combat this, a fleet of HM minesweepers were detailed to be first to sail from the Mersey to sweep the Main Channels and Western Approaches. On one occasion the Pilot-boat was ordered to proceed to sea before the minesweepers, which gave rise to much concern aboard the cutter. The order was questioned and rectified. As far as I can recall, three ships were mined and sunk in the river, with one in the Main Channel and one just outside it. The property on both sides of the river took a very heavy pounding, but the Port itself was never closed due to enemy action. The Princes Landing Stage and the Ferry Stages remained usable. The lock gates and river entrances were never put out of action, with the exception of Hornby-lock, the use of which could be avoided by alternative routes within the dock system. As to the Royal Navy, there was no change in the law which provides that HM ships are exempt from compulsory pilotage; and no change in the custom and practice of the Royal Navy to engage the service of Liverpool pilots in most circumstances. Relations between the Royal Navy and the Pilot Service were conducted properly and professionally by all concerned and it is probably fair to say that mutual respect and regard between the two organisations was probably never higher than at that time. Duty was the watchword: and every man knew that England expected nothing less. R. F. Youde
Ronald Fergus Youde sadly passed away in December 2005. The following obituary was written by his son, ex Liverpool pilot Barrie Youde. JCB
Ronald Fergus Youde (1910 – 2005)
Pilot Ronald Fergus Youde died peacefully on 14th December 2005, aged 95. The son of a leading Chester lawyer, he was born in 1910 and educated at Chester Cathedral Choir School, followed by the King’s School and HMS Conway. In 1927 as a Senior Cadet Captain (HMS Conway) he began what was to prove to be a nineyear apprenticeship in the Liverpool Pilot Service. During 1932-34 he was released to serve as Fourth Officer in the Far-East trade of the Blue Funnel Line. He was Licensed in Liverpool as a Third Class Pilot in 1936. The outbreak of the Second World War in 1939 saw him fast-tracked to First Class rank. For his services during the War he was ultimately granted, as were all serving pilots of the time, the honorary Freedom of the City of Liverpool – an honour which he greatly appreciated. In 1945 he was elected to the Liverpool Pilotage Committee and also to the Chair of the Liverpool Pilots’ Association, holding both offices for twenty-five years until relinquishing each one in 1970. In 1948 he was appointed Appropriated Pilot to Anchor Line Ltd. The vessel in the photograph is Anchor Line’s Circassia which had two sister ships, Cilicia and Caledonia, all operating a monthly liner service from Liverpool – with much coastal work to the Clyde and the Bristol Channel when in home waters. Together with Anchor Line’s cargo service to USA, he was kept very busy. RF Youde served Anchor Line from 1948 until the withdrawal of its passenger-service to Bombay in 1964 after which he was appropriated to Shaw Savill & Albion, from which he retired in 1975. Following this he served as a Trustee of the Pilots’ National Pension Fund, eventually relinquishing that post in 1993, aged eighty-three. If the holding of professional office is to be seen as a prize, it may safely be said that RF Youde swept the board of all the prizes available to any pilot of his generation. His leadership was by example and he was a man of few words. It was sometimes said that he could say more with his mouth shut than with his mouth open – and he frequently did so with devastating effect. He could not suffer any fool. He inherited his father’s incisive legal mind and had no difficulty in recognising any aspect of pilotage law. On behalf of pilots in the 1950s he was one of the leading figures in securing the Agreement of Sir Robert Letch (the “Letch Agreement”) in relation to conditions of service. By the authority of the Secretary of State. This Agreement stands to the present day as a precedent benchmark for the benefit of pilots and all others concerned with the organisation of shipping at national level. More locally, as a member of the Liverpool Pilotage Committee, he was the pilot most closely associated with the generally unpopular task of de-commissioning the traditional sea-keeping pilot-cutters, on the grounds of expense, and replacing them with a shorebased launch-service. He never courted popularity in any way and the fact that he achieved any of his aims at all was attributable solely to his unfailing (if sometimes blunt) civility. Beyond his rather lonely professional exterior, family farming connections as a child had instilled in him a love of the countryside and a respect for any good sporting horseman. He had been a keen sporting oarsman when at the King’s School in the early 1920s, in stark contrast of style to the working-boat oarsman which he was soon obliged to become as a pilotage apprentice. Any further interest in sport, however, remained general rather than specific and he was never known to take mere physical exercise of any kind at all. Even golf was anathema to him. All his life, on the other hand, he was an enthusiastic and hard-working gardener, a sharp humorist, a good bridge-player and a ladies’ man. He married Mary Lloyd Evans in 1936 and they became the loving parents of two sons. He was a loving and muchloved husband, father, grandfather and great-grandfather. He remained physically active and mentally razor-sharp to the end, having made many friends in later life and earning the accolade “Everybody’s Grandfather” in doing so. After being widowed in 1980 he lived with Connie Miller, sister of Pilot Cyril James Miller, his former “Conway Chum”. His entire life was devoted to pilotage and his family. Pilotage has lost a good friend. The loss to his family is much the greater.
Barrie Youde
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