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« on: Sunday 25 July 10 23:54 BST (UK) »
Hi VanSager,
The only info I have for HJE c1864 was posted here, in reply to Ryan, on 13/09/09.
Re GB's request:
Liverpool Pilots were self-employed from the day they received their first licence, the legal view being that the Owner, Master or Agent hired the services of a Pilot for a particular service to their vessel. Once that service was finished they made themselves available for their next duty, on a rotation list with other Pilots, who had also completed a service on other vessels. Therefore their services were retained by a succession of O/M/Agents and not the Pilotage Authority. Hence self-employment.
However, their compulsory earnings were collected by the Pilotage Authority as a percentage of pilotage dues, for the service completed, which was based on the draft and size of the vessel and the particular service, be it inward, outward or moving across the river from dock to dock etc. These earnings were distributed on a 'share' basis. A 1st class Pilot rec'd 1 share of earnings, a 2nd class Pilot 5/6 of a share and a 3rd class Pilot 2/3 share.
With the advent of steam driven vessels in the latter part of the 19th century, British Shipowners decided that they would prefer a more efficient service for their own ships by retaining the services of a named Pilot (or 2 /3). The Shipowner applied to the general body of Pilots for applicants for an Appropriated position with their Company. Upon selection each Pilot would be expected to pilot vessels of that Company where necessary, but if there weren't any of that Company's ships in the offing, they returned to the 'list' to take their 'turn' with other 'rota' pilots. Therefore they were never employed by a Shipping Company, only retained for their services. Therefore HJE would have only been retained by White Star Line and not employed by them.
Pilots, once licenced, almost never relinquished their licence, until retirement or death, so one can rule out Pilots leaving the confines of the Liverpool Pilot Service for employment elsewhere in the marine industry.
For this 'appropriated service' the Shipowner paid a retainer, which was minimal. In my father's case he was appropriated to Clan Line Steamers in 1953 for which he was paid the princely sum of £50pa. (Did Shipowners ever 'splash the cash'? I think not!) So one could argue that the Shipowner received this exclusive service 'on the cheap'. Basically that is correct, but from the Pilot's point of view, there was more to it than that. He consistently piloted superior vessels, became familiar with them and their crew and knew generally where and, more importantly, when he would be working. In addition there was a fee for manoeuvering vessels within the dock system, which was not part of compulsory pilotage earnings and was therefore collected by the individual. This could be considerable, as the Shipowner well knew, so he did get this additional, exclusive service for next to nothing.
Compulsory pilotage extended from the outer limits of the Pilotage Area to the lock. The lock being the entrance to the dock system, where a vessel would be raised (or lowered, if leaving) to the level of water within the system (or river). Pilotage from the lock to the berth was on a voluntary basis but in practice, vessels of reasonable size always retained the services of a Pilot.
The outer limits of the Liverpool Pilotage Area (20th century) were defined by an imaginary line being drawn from the north coast of Anglesey through Middle Mouse Island to the Calf of Man, along the east coast of the Isle of Man to Point of Air and thence to St Bees Head in Cumbria.
With reference to HJE's 'trip' to Southampton, I can only assume that he went at the behest of White Star Line, maybe to familiarise himself with the handling characteristics of the 'Titanic', in case she ever came to Liverpool. Because of the timescale prior to leaving Belfast, on her maiden voyage, a trip to Liverpool had been cancelled. I doubt he would have taken himself 'off share' just for the thrill of it and paying his own way as well. Pilot's were very pragmatic. Or another thought, maybe he had already travelled to Belfast to join the 'Titanic', for her impending call at Liverpool, when he would have been expected to commence his pilotage services as the vessel passed the outer limits, namely the Calf of Man. Maybe the call at Liverpool was cancelled after the vessel left Belfast so it was too late for him to disembark and so ended up in Southampton. It's all conjecture but the facts are somewhere! I favour the latter, but wonder why he travelled on to Cherbourg and Queenstown. Perhaps he was enjoying his enforced break from Liverpool. Stranger incidents have happened to Liverpool Pilots in my lifetime never mind the last 2 1/2 centuries!
Regards to All
Dave
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