Although the boards are stained it is a nice tidy and clean copy of this scarce work covering the career of Mr. Bowyer who knew Captain E. J. Smith very well and piloted the TITANIC in and out of Southampton. He recounts his experiences of life afloat in the Port of Southampton as the port grew and blossomed from the 1860s, through the Great War and beyond mentioning much that is of great maritime interest throughout.

N.B. Mr. Bowyer was the Titanic’s pilot for her arrival and sailing from Southampton and ‘choice’ pilot for the White Star Line but there is no reference to the Titanic in this work although he mentions Captain Smith in relation to other matters.

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"During the first years I piloted mostly sailing vessels, steam not yet having taken the place of sail, although during the season I ran for six or seven weeks in the chartered Jersey potato steamer to and from Jersey as her pilot. This was constant work for me, lasting three or four seasons. Mr. Richard Allix was the Jersey pilot, and he used to come to Southampton and back to Jersey with us. He was the son of Mr. G. Allix, who built the " Lively," as before mentioned. This gave me the opportunity of making many good friends at Jersey, whom I had the pleasure of visiting with my wife in after years. In the summer a great number of sailing ships would come down from the Baltic to Southampton, causing the trade to be brisk. If you could sail into your berth the captains would not employ a tug ; many a time I have sailed barques and brigs into the Itchen Buoys. Several sets of moorings were placed from just above the Floating Bridge to off Chapel by the Harbour Board, to accom­modate ships in the timber trade. Several large timber yards were close to, one being that of Messrs. Morgan & Coles. The ships would moor fore and aft, and I have seen them three abreast. The buoys would accommodate about fifteen to twenty ships, whose masts would look like a forest of trees. A number would also sail into the Inner Dock, to which place I have often sailed them without the aid of tugs. Grain was brought from the Black Sea and Australia by sailing ships. Many of these beautiful ships from Australia have been seen in the Inner Dock, such as the " Blengfell " and the " Amana," each of 1,200 tonnage. After arriving at the gates of the Inner Dock, especially with these ships, and heaving through until berthed, the men singing shanties all the while made the scene worth while witnessing. I remember docking the " Amana," the chief mate being the captain's son. The crew had been in the ship for about two years together, and, weather being calm and things about the dock quiet, their singing was something beautiful to hear. In fact, workmen and others waiting for the bridges to close were sorry when the ship had berthed and the crew had piped down. It was at this time, and in a ship of this description, where one heard the real sea shanties. Quite a different effect then, to hearing them sung now at a concert hall or over the wireless.
Soon after this the South-Western Railway Company bought the Docks from the original Dock Company. They then issued in their Dock Rules that no sailing ship should enter the Docks under her own power, and this of course took a certain amount of responsibility off the pilot, and gave more work to the Towing Company. There were during the season two companies trading nice little full-rigged ships to the port with cargoes of railway sleepers, and they would moor off Marchwood. Although they were full-rigged ships, they presented an entirely different sight to that of full-rigged clippers arriving from Australia. As there was a difference between the naval frigate and the " jackass-frigate," so there was as much difference between these smart little craft flying the German flag and the Australian clipper. Also at this time there were American full-rigged ships trading to the port with cargoes of heavy timber from Pensacola and Quebec, and some with paraffin in barrels. A great amount of coal was brought from Wales and the North of England by sail.
Several fine ships were being turned out by Messrs. Thomas Oswald & Company, and I have had the handling of them many times. They would generally be lying, finished and ready to sail, alongside the jetty in the Outer Dock. A great number of them were built for the Leyland Company, of Liverpool, and fine large paddle tugs would come round from Liverpool and tow them away. One of these tugs, the " Guiding Star," impressed my father at the time, and he mentioned what a fine name it was to give to a tug. The four-masted ship, the " Crocodile," was one of the first built with her bridge deck amidships. Mr. Edgar Penny, one of our apprentices, went in her on her maiden voyage to Australia, and he is at the present time senior pilot of the Union-Castle Line. I will now leave Messrs. Oswald's yard, but I will refer to them from time to time as I go along.
In 1882, during the trouble in Egypt, many troopships were seen at Southampton, lying at the extension. Among them were the " Spain " and the " Egypt," large four-masted, barque-rigged ships belonging to the National Line ; the " City of New York," a four- masted P. and 0. steamer ; the " Rome " and the " Mexican " (Union Line). A fine picture of these ships I have mentioned can be seen to this day hanging in the Dock Master's Office. There were eleven of these transports despatched to the port, the aggregate tonnage being 37,352 tons. On Wednesday, 9th August, 1882, her Majesty the Queen, accompanied by their Royal Highnesses the Princess Beatrice and the Duchess of Connaught, and the Prince and Princess of Wales, came up to Southampton from Trinity Wharf, East Cowes, Isle of Wight, in the " Alberta " for the purpose of inspecting the transports, the Queen going on board one of the largest. Mr. W. C. Bowyer piloted the " Egypt," which had the 2nd Dragoon Guards and their horses on board. I went down with him, having our punt hoisted up on the ship's davits. We left the dock extension and proceeded off Fawley, and anchored for the night, which enabled me to have a good look round the ship. As this was my first experience of a troop-ship, the sight below decks, and the men and officers in their brilliant uniforms, greatly impressed me. Next morning at daylight, we got under way and proceeded to sea, Mr. Bowyer and I leaving her on arriving outside the Needles."

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"The worst experience I ever had was some years ago, when the Red Star liner “Westernland" on her homeward journey lost her propeller outside the English Channel. A loaded cargo steamer picked her up—I cannot recall her name at present—and took her in tow. On entering the Channel it came on very dirty weather, a gale from the southward. The Red Star Line received a message that she had passed the Lizard, and the manager at South­ampton, the late Mr. Henry Wilding, sent me down with two tugs, namely, the " Hector " under the command of Capt. Harry Cockett, and the " Ajax " under the command of Capt. Charles Cockett—two brothers, and most skilful tug masters. We left Southampton in the evening, and had a very dirty time all night outside in the Channel looking for the "Westernland." The next morning, while it was still blowing very hard, we decided to go into Hurst to wire up to Southampton. The manager had not received any further news, and ordered us to Yarmouth, Isle of Wight, where we stayed throughout the night.
The next morning we received a wire from Mr. Wilding to the effect that the ship was anchored in the west bay of Portland, and we were to proceed to her at once. We put all ropes and everything that was available about the decks down below, and both tugs started. I was on board the " Hector " with Capt. Harry Cockett, shut in the wheel-house with everything battened down, both tugs washing themselves fore and aft. It was a sight to look at the " Ajax " through the " Hector's " glass windows at times when she plunged into the seas ; you could only see six feet of the top of her funnel and mast, and of course we looked the same to them. However, we arrived off the Shambles Light Ship in good time in the afternoon ; the wind had moderated, and the weather was clear for a time. Shortly after passing the Shambles we sighted the " Westernland," and as we were getting down towards her we noticed the loaded steamer coming out clear of her bows. At once we thought she had got a rope aboard the " Westernland," and was trying to get her in tow before we could reach the ship, and so take the job out of our hands. On arriving we found the " Westernland " with both her anchors down, and riding very heavily in the sea. In a few minutes the cargo steamer had fouled her propeller and drove across the " Westernland's " bows, where she soon became in a dangerous position, being pounded amidships all the while by the rearing " Westernland." Capt. Eoff, of the " Westernland," immediately gave orders to his crew to knock out the shackles of the cables, and they did so quickly, or else the cargo steamer would soon have sunk under the " Westernland's " bows. The " Westernland " now being adrift with both her anchors gone, we put 120 fathoms of new rope out to her and made fast. The " Ajax " proceeded to the crippled cargo steamer, and took her in tow until she could free her propeller. We had just got under way with the " Westernland " plunging heavily in the seas, when to our disgust the rope parted close to the bows of the ship. We then had to get the rope inboard, which was a heavy task, especially under the weather conditions. This of course took us some time, and the " Westernland " was drawing nearer inshore. After getting the rope on board we went back to the " Westernland." We got the rope fast as dark was setting in, and as rain was coming on again, with more wind. After gathering headway on a heavy sea by this time our towing horse gave way, and left the " Westernland " to drift towards the shore again. We went back to the ship and stood by her, but were not able to render any more towing assistance. Late in the evening when the ship was very close to Chesil Beach, we noticed the " Ajax " coming in, having left the cargo steamer, which had managed to clear her propeller. The " Ajax," not knowing the situation, and not realising the closeness of the ship to Chesil Beach owing to a thick squall of rain at the time, steamed in under her stern to leeward of her, and just managed to get a rope on board. When the " Ajax " came out clear of the " Westernland's " bow, and we could after a little time see that she was towing, we were all very pleased, and prayed that her rope would hold on. Well, it did, and she got ship head to wind, and gathered a little way. At this moment the wind veered to the westward, and with a little outset with the tide the " Ajax " managed to work her out. When passing Black Nore Point the seas breaking on the point looked ghastly. However, luck seemed now to favour us, and the ship cleared the Shambles all right, and was able to square away for the Needles.
We were then able to light the galley fire for the first time after leaving Yarmouth, and so were able to get something to eat and a hot cup of coffee. During early morning the weather became finer, and there was not so much sea ; Capt. Harry Cockett put me on board the " Westernland," much to the delight and relief of Capt. Eoff, as he clearly showed me. It was daylight by this time, and we proceeded through the Needles Channel. After getting in the Solent in smooth water the " Hector " made fast alongside, and we docked safely in the Empress Dock at about 11 a.m. after a great experience, which I said at the time I never wanted to see again, not even for a gold watch the size of a meat plate.
Later there was a law case, in which the " Westernland " was suing the cargo steamer and the cargo steamer was suing the " Westernland," and the tugs suing both the cargo steamer and the " Westernland." There is no need to say it was quite a complicated affair ; how it ended I do not quite remember. I was called as a witness at the time, and General Baden­Powell's brother was the barrister who cross-examined me. The following was one of the many questions which he put to me, which I have always remembered : " What were you in the tug, down in the west bay of Portland ? " I answered that I was pilot. He said : " But you were off your pilotage station, so you could not be a pilot." I suppose I must have hesitated a little following this remark, for he was prompted to shout : " What were you ? Were you her cook ? " I shall refer to Mr. Powell, K.C., a little later."

Thumbnails of some illustrations (there are single page illustrations as well)