I was reading Peter Lindstroms account of the maiden voyage of the Nicolas or the Nic as she affectionately called and I would like to correct a few of the memory lapses that he has had. It would also be more correct to call his story the First Year of the Nicolas since his Story actually covers the first three voyages. I have also included a little of my own background with the Bowater Shipping Corp.

I grew up in Dumbarton and actually started serving my time as an engineer in Denny's engine works but gave after a year up and went to the Navigation College in Glasgow Technical College, which is now called Strathclyde University. After finishing my apprentice ship with the Monarch S.S, Co. of Glasgow and a stint as an uncertificated 3rd mate on a Medi. Trader which eventually was bought by Ellerman Papyanni ( spelling is probably wrong).

With a brand new 2nd Mates Cert. I went down the Denny's shipyard with my Father who worked in the Shipyard who had said why don't you try these Bowater ships that we are building.

It was there that I met this chap with a white boiler suit coming off the ship whom I assumed was a superintendent of some sort.. I asked him if they were looking for 3rd mates and he said he thought so but come up to the dock office and take to the Chief Officer which I did. This turned out to be Wray Howard who after my enquiry called London and spoke to George Kyle who was the Engineer Superintendent from Bowater Liverpool Nova. Scotia. I heard Wray Howard say " Well he looks like a nice young man". Next thing I was talking to Mr. Kyle who asked "could I steer and could I box the compass". Surprised as I was Mr. Kyle said O.K. start tomorrow. That was the some total of my interview to join the Bowater Steamship Corporation. That was in June 1958. The chap in the white boiler suit turned out to be Terry Prescott who far from being a superintendent was the second electrician who was about to make his first trip. Some time later I asked Terry were he served his time and he told me "the local gas works" which I thought was hilarious. Terry and I have been friends to this day which is now over 50 years.

The story about our trials and our maiden voyage starts with the fact that Denny's were so busy at that time that they sub-contracted the fitting out of the main engine, which was a Palma Trada Steam Turbine, to Stevens of Linthouse which was another shipyard on the Clyde.We actually left the shipyard about the end of June 1958 to start trials. unfortunately it took about six or seven runs before finally being considered acceptable to the owners. This was due to contamination of the lub oil to the main H.P. Turbine with metal called swarf which is the metal left after holes have been drilled. We eventually signed on articles 26 July 1958 and sailed for Cornerbrook Newfoundland.

On this maiden voyage we had three passengers an author and his wife. I think his name was Jones, I may be wrong about his name, who was writing the history of Newfoundland since confederation with Canada. The other person was the author's secretary who was a cousin of the Queen.

We arrived in Cornerbrook with great fanfare with all sort of parties planned. The Royal Canadian Navy which had two frigates HMCS La Halois and HMCS Swansea in port, were dressed in our honour, such was the power of the Bowater Co. in Cornerbrook . However the planned festivities were abruptly cancelled when the Chief Engineer Tommy Hilton told the Old Man, Capt. Mel Storrier that the Engineers had opened up the H.P. Turbine, and in the most printable words, that the H.P. turbine rotor was knackered.

The officers who would not have been involved in the management festivities had been invited to the wardroom of HMCS Lahalois for drinks along with the local Medical fraternity of Doctors and Nurses who at that time were mainly British. Needless to say that we left the frigate feeling little or no pain and struck up very good friendships some of which lasted a long time.

Quite a few days later a tug from Halifax Nova Scotia arrived and we were quietly towed out of Cornerbrook in the wee small hours to Halifax Shipyard. This was in sharp contrast to the blaze of Glory that we arrived in. Our stay in Halifax lasted about three weeks while the rotor was rebuilt and fitted. It was also here that the cause of the trouble was discovered. The lub oil sump was found to have a small shelf in it and this was were all the swarf had gathered which only dropped down with the vibration and the movement of the ship when underway caused the swarf to fall into the tank. If any of the Engineers read this I would be delighted if they would correct me on the terminology and exact dates. The sailing and voyage dates are from my old discharge book.

After the repairs were completed we commenced our trading up and down the U.S. coast mainly New York, Philadelphia and Baltimore. It was on one of these voyages that the second steward was taken ashore in Baltimore to the famous John Hopkins Memorial Hospital were he subsequently died. The hospital had transplanted so much blood into him that the Hospital asked the ships personnel if the they would donate blood and as I remember the majority of the ships company did donate. He died of cirrhosis of the liver.

After a few voyages up and down the U.S. Coast we loaded in Cornerbrook for Manchester and arrived 24th October 1958. Thus ended to maiden voyage of the Nicolas Bowater.

Voyage #2

After Manchester to sailed to Holmsund in Sweden where Bowater's also had a mill in Umea. It was on this voyage that Wray Howard who was the Chief Officer was working in a cargo hold and had climbed up the spar ceiling and fell down. Luckily the bosun was watching him and as he fell he attempted to catch him and broke his fall saving him from more serious injuries. We landed him ashore and he was flown eventually back to the U.K. His injuries as I remember transpired to be some damage to his vertebrae and a broken heal, It could have so much worse if it had not been for the bosuns intervention. The second mate Stan Hay assumed the Ch. Off. position until we returned to Northfleet where Al. Chalmers joined. We didn't break articles but we did change some of the crew. In those days we were on what was known as a Running Agreement which meant that articles were not broken every time we returned to the U.K.

From Northfleet we sailed to Cornerbrook and traded up and down and down the U.S. coast until January 1959. It was somewhere in this period that Sir Eric came on board in Cornerbrook and one of his actions was to promote Capt. Storrier to Commodore. His nick name then became "The Man With The Golden Arm".

In January 1959 we commenced loading in Cornerbrook for Brisbane, Sydney and Melbourne. As 3rd mate one of my duties was to liase with the loading clerk in the dock office. It was only then that I discovered that we were loading cargo for Australia. I asked them to stop loading since I thought this was a mistake and they were loading the wrong cargo I dashed back on board told the Ch. Off and we both went to the Captains cabin and told him. He had no idea what was going on and went ashore to talk to the Marine Superintendent, Capt. Jimmy Miller. It was then confirmed that we indeed were going to Australia.

It must be understood that although the ships were operated technically and crewed by Bowater's Shipping Corporation the movement of the vessels were controlled by the Bowater Pulp and Paper Company sales department in New York when the vessels were on the U.S. side of the Atlantic. So for Peter to imply that there was some sort of conspiracy by the Shipping Company is not true they were as surprised as anyone when the were informed

Not knowing that we were going into the tropics none of us were prepared with tropical uniforms. The Company then arranged for a naval tailor to come from New York and kit us out. He had been the tailor that had supplied Furness Whity with their uniforms so that was what we were issued with. In one of the photos of Capt Storrier with two young ladies you can see him with his Furness Jacket.

After we sailed from Cornerbrook we had to stop in Halifax to dry-dock and to have the main engine checked. We were still sailing with the original repaired h.p. rotor. A new rotor was flown out but I cannot remember whether it was fitted or if we continued with the original rotor.

We sailed from Halifax about a week or so later heading south for the Panama Canal and Australia. It was on the way to Australia that one of the engineroom suddenly died. Naturally this was a very traumatic incident for all on board. As always a burial at sea is a very dramatic and touching ceremony, simple but sincere, with all the crew in attendance, shipmates who had been together for four or five months.

Eventually we arrived in Brisbane were the cocktail parties and luncheons started for newspaper publishers and owners. This entertainment continued in Sydney and Melbourne. The Bowater ships were renowned at this time for the quality of food and class of entertainment. It was something that all officers came to realise that this was part of the job and that in fact we were unwittingly part of the sales force. Nobody objected very strenuously since we were very well fed, paid and looked after, but it has always been the sailors prerogative to have a good winge. Trade barriers set up by the regular traders to Australia denied us the chance to carry a wool cargo back to North America so we sailed from Melbourne back towards North America.

When we were approaching Canada orders were received to proceed to Liverpool Nova Scotia and load for Cape Town . Durban ,

Laurenco Marques ( now called Maputo ) and Mombassa. For some reason there was less fanfare and entertainment than we had experienced in Australia. Nobody seemed to care much for of the cargo either. I remember the newsprint being loaded into open railway coal wagons in some of ports, when we complained nobody took any notice, there were no Bowater or newspaper reps. in attendance.

I don't remember anything exciting during this period.

After discharge in Mombassa we sailed for the U.K. via the Suez Canal and eventually arrived in Cardiff for dry-docking. Articles were broken and we signed off 28th June 1959. This meant that in nearly 7 months we had carried only 2 cargos. I know that Sir Eric, who had authorised these voyages, took a lot of flak from the Board of Directors but the up side was that there was a chartered ship sailing once a month with a full cargo of newsprint to Australia as a result of the this voyage. This continued for quite a few years so there was a definite good return for the exercise.

I must also add and disagree with Peter that the was any discontent on the part of the crew in fact it was one of the best crews I have had the privilege to sail with and many stayed with company for years after. The question of mail being censored is also rather far fetched.

As a rather sad final paragraph I realised as I have been writing this epistle that I am the only surviving member of the deck officers from this voyage. The commodore died in the U.K. Al Chalmers died in the U.S. and Stan Hay died in South Africa Chief Engineer Tommy Hilton is also dead I am not sure about the health of the other Engineers.


		`Ships Post` *`Here are some of the e-mails that are sent to me, I hope you find them as interesting and ammusing as I do. Please feel free to comment.`*
	*`28th January 2009 The maiden voyage of Nicolas Bowater Willian(Bill)Barr`* I was reading Peter Lindstroms account of the maiden voyage of the Nicolas or the Nic as she affectionately called and I would like to correct a few of the memory lapses that he has had. It would also be more correct to call his story the First Year of the Nicolas since his Story actually covers the first three voyages. I have also included a little of my own background with the Bowater Shipping Corp. I grew up in Dumbarton and actually started serving my time as an engineer in Denny's engine works but gave after a year up and went to the Navigation College in Glasgow Technical College, which is now called Strathclyde University. After finishing my apprentice ship with the Monarch S.S, Co. of Glasgow and a stint as an uncertificated 3rd mate on a Medi. Trader which eventually was bought by Ellerman Papyanni ( spelling is probably wrong). With a brand new 2nd Mates Cert. I went down the Denny's shipyard with my Father who worked in the Shipyard who had said why don't you try these Bowater ships that we are building. It was there that I met this chap with a white boiler suit coming off the ship whom I assumed was a superintendent of some sort.. I asked him if they were looking for 3rd mates and he said he thought so but come up to the dock office and take to the Chief Officer which I did. This turned out to be Wray Howard who after my enquiry called London and spoke to George Kyle who was the Engineer Superintendent from Bowater Liverpool Nova. Scotia. I heard Wray Howard say " Well he looks like a nice young man". Next thing I was talking to Mr. Kyle who asked "could I steer and could I box the compass". Surprised as I was Mr. Kyle said O.K. start tomorrow. That was the some total of my interview to join the Bowater Steamship Corporation. That was in June 1958. The chap in the white boiler suit turned out to be Terry Prescott who far from being a superintendent was the second electrician who was about to make his first trip. Some time later I asked Terry were he served his time and he told me "the local gas works" which I thought was hilarious. Terry and I have been friends to this day which is now over 50 years. The story about our trials and our maiden voyage starts with the fact that Denny's were so busy at that time that they sub-contracted the fitting out of the main engine, which was a Palma Trada Steam Turbine, to Stevens of Linthouse which was another shipyard on the Clyde.We actually left the shipyard about the end of June 1958 to start trials. unfortunately it took about six or seven runs before finally being considered acceptable to the owners. This was due to contamination of the lub oil to the main H.P. Turbine with metal called swarf which is the metal left after holes have been drilled. We eventually signed on articles 26 July 1958 and sailed for Cornerbrook Newfoundland. On this maiden voyage we had three passengers an author and his wife. I think his name was Jones, I may be wrong about his name, who was writing the history of Newfoundland since confederation with Canada. The other person was the author's secretary who was a cousin of the Queen. We arrived in Cornerbrook with great fanfare with all sort of parties planned. The Royal Canadian Navy which had two frigates HMCS La Halois and HMCS Swansea in port, were dressed in our honour, such was the power of the Bowater Co. in Cornerbrook . However the planned festivities were abruptly cancelled when the Chief Engineer Tommy Hilton told the Old Man, Capt. Mel Storrier that the Engineers had opened up the H.P. Turbine, and in the most printable words, that the H.P. turbine rotor was knackered. The officers who would not have been involved in the management festivities had been invited to the wardroom of HMCS Lahalois for drinks along with the local Medical fraternity of Doctors and Nurses who at that time were mainly British. Needless to say that we left the frigate feeling little or no pain and struck up very good friendships some of which lasted a long time. Quite a few days later a tug from Halifax Nova Scotia arrived and we were quietly towed out of Cornerbrook in the wee small hours to Halifax Shipyard. This was in sharp contrast to the blaze of Glory that we arrived in. Our stay in Halifax lasted about three weeks while the rotor was rebuilt and fitted. It was also here that the cause of the trouble was discovered. The lub oil sump was found to have a small shelf in it and this was were all the swarf had gathered which only dropped down with the vibration and the movement of the ship when underway caused the swarf to fall into the tank. If any of the Engineers read this I would be delighted if they would correct me on the terminology and exact dates. The sailing and voyage dates are from my old discharge book. After the repairs were completed we commenced our trading up and down the U.S. coast mainly New York, Philadelphia and Baltimore. It was on one of these voyages that the second steward was taken ashore in Baltimore to the famous John Hopkins Memorial Hospital were he subsequently died. The hospital had transplanted so much blood into him that the Hospital asked the ships personnel if the they would donate blood and as I remember the majority of the ships company did donate. He died of cirrhosis of the liver. After a few voyages up and down the U.S. Coast we loaded in Cornerbrook for Manchester and arrived 24th October 1958. Thus ended to maiden voyage of the Nicolas Bowater. Voyage #2 After Manchester to sailed to Holmsund in Sweden where Bowater's also had a mill in Umea. It was on this voyage that Wray Howard who was the Chief Officer was working in a cargo hold and had climbed up the spar ceiling and fell down. Luckily the bosun was watching him and as he fell he attempted to catch him and broke his fall saving him from more serious injuries. We landed him ashore and he was flown eventually back to the U.K. His injuries as I remember transpired to be some damage to his vertebrae and a broken heal, It could have so much worse if it had not been for the bosuns intervention. The second mate Stan Hay assumed the Ch. Off. position until we returned to Northfleet where Al. Chalmers joined. We didn't break articles but we did change some of the crew. In those days we were on what was known as a Running Agreement which meant that articles were not broken every time we returned to the U.K. From Northfleet we sailed to Cornerbrook and traded up and down and down the U.S. coast until January 1959. It was somewhere in this period that Sir Eric came on board in Cornerbrook and one of his actions was to promote Capt. Storrier to Commodore. His nick name then became "The Man With The Golden Arm". In January 1959 we commenced loading in Cornerbrook for Brisbane, Sydney and Melbourne. As 3rd mate one of my duties was to liase with the loading clerk in the dock office. It was only then that I discovered that we were loading cargo for Australia. I asked them to stop loading since I thought this was a mistake and they were loading the wrong cargo I dashed back on board told the Ch. Off and we both went to the Captains cabin and told him. He had no idea what was going on and went ashore to talk to the Marine Superintendent, Capt. Jimmy Miller. It was then confirmed that we indeed were going to Australia. It must be understood that although the ships were operated technically and crewed by Bowater's Shipping Corporation the movement of the vessels were controlled by the Bowater Pulp and Paper Company sales department in New York when the vessels were on the U.S. side of the Atlantic. So for Peter to imply that there was some sort of conspiracy by the Shipping Company is not true they were as surprised as anyone when the were informed Not knowing that we were going into the tropics none of us were prepared with tropical uniforms. The Company then arranged for a naval tailor to come from New York and kit us out. He had been the tailor that had supplied Furness Whity with their uniforms so that was what we were issued with. In one of the photos of Capt Storrier with two young ladies you can see him with his Furness Jacket. After we sailed from Cornerbrook we had to stop in Halifax to dry-dock and to have the main engine checked. We were still sailing with the original repaired h.p. rotor. A new rotor was flown out but I cannot remember whether it was fitted or if we continued with the original rotor. We sailed from Halifax about a week or so later heading south for the Panama Canal and Australia. It was on the way to Australia that one of the engineroom suddenly died. Naturally this was a very traumatic incident for all on board. As always a burial at sea is a very dramatic and touching ceremony, simple but sincere, with all the crew in attendance, shipmates who had been together for four or five months. Eventually we arrived in Brisbane were the cocktail parties and luncheons started for newspaper publishers and owners. This entertainment continued in Sydney and Melbourne. The Bowater ships were renowned at this time for the quality of food and class of entertainment. It was something that all officers came to realise that this was part of the job and that in fact we were unwittingly part of the sales force. Nobody objected very strenuously since we were very well fed, paid and looked after, but it has always been the sailors prerogative to have a good winge. Trade barriers set up by the regular traders to Australia denied us the chance to carry a wool cargo back to North America so we sailed from Melbourne back towards North America. When we were approaching Canada orders were received to proceed to Liverpool Nova Scotia and load for Cape Town . Durban , Laurenco Marques ( now called Maputo ) and Mombassa. For some reason there was less fanfare and entertainment than we had experienced in Australia. Nobody seemed to care much for of the cargo either. I remember the newsprint being loaded into open railway coal wagons in some of ports, when we complained nobody took any notice, there were no Bowater or newspaper reps. in attendance. I don't remember anything exciting during this period. After discharge in Mombassa we sailed for the U.K. via the Suez Canal and eventually arrived in Cardiff for dry-docking. Articles were broken and we signed off 28th June 1959. This meant that in nearly 7 months we had carried only 2 cargos. I know that Sir Eric, who had authorised these voyages, took a lot of flak from the Board of Directors but the up side was that there was a chartered ship sailing once a month with a full cargo of newsprint to Australia as a result of the this voyage. This continued for quite a few years so there was a definite good return for the exercise. I must also add and disagree with Peter that the was any discontent on the part of the crew in fact it was one of the best crews I have had the privilege to sail with and many stayed with company for years after. The question of mail being censored is also rather far fetched. As a rather sad final paragraph I realised as I have been writing this epistle that I am the only surviving member of the deck officers from this voyage. The commodore died in the U.K. Al Chalmers died in the U.S. and Stan Hay died in South Africa Chief Engineer Tommy Hilton is also dead I am not sure about the health of the other Engineers.
	`11the February Captain Stan Hay Tom Kearsey` Stan Hay was master of the CONSTANCE BOWATER when I was a cadet on her in early 1964. This was soon after B&C took over my apprenticeship documents and they sent a Morse message to him at sea demanding he send a certified copy of my seatime 'as the Bowater records were being kept in tea chests in the basement of Cayzer House.' Stan messaged back was to the effect he could not send a certified copy of my seatime and recommended they "get their finger, and the tea chests, out of the basement." Another time they must have been looking at the log books and Morse messaged him to get him to explain why we were a half mile of Beachy Head. Stan's reply was short and to the point, "Because I deemed it imprudent to go any closer." There was some correspondence with B&C about the library books we got from the Seafarer's Education Service and someone in the office implied that mariners were illiterate to which Stan replied that "most mariners can read without getting their lips chapped." Two of the crew got into an argument and were going to beat each other up. Stan got wind of this and had a boxing ring set up in the empty number 4 hold, complete with the ships bell to sound the rounds. Seconds were appointed and the two descended the ladder to find Captain Hay in black pants, cummerbund, white shirt and bow tie as befitted a referee of that time. Calling the two, who had canvas gloves strapped to their fists and who had no wish to fight by this time, to the centre of the ring, he placed a hand on the back of each of their necks. Hay stated, "This is my ship and anyone who wants to fight will have to deal with me first,' then be banged their heads together, laying them out. Captain Hay left the hold the champion of the ship. He was an outstanding character and ship handler. I believe he left soon after and went to Gueest Line (banana boats) where the Bowater superintendent, J. MacLean, had gone. Happy days.
	`11th February Liverpool Packet William(Bill)Barr` I have been reading with interest the stories about the Packet and one in particular caught my interest. It was the story of the breakdown and towage into the Cork. I happened to be the Ch. Officer on that trip along with Capt Lester Newman know as Pop Newman or Hands Newman as the nurses in Ellesmere Port called him. The Packet was under the Command of Capt Chalmers I believe and one of the Engineers who was a friend of mine from the Ist year of the Nicolas was Colin Shatwell. He was injured in the explosion that caused the breakdown. `Securing the tow was one of the most interesting experiences that I have had,but had completely forgotten until I read the story. Firing the rockets between the two ships was not only thrilling but also surprising because as the roockets took off the sparks came back and hit you right in the face.` `When we meet up with the Packet in Cornerbrook we always tried to get to their parties which were great fun. They had built a bar in the tweendeck and converted the hatch cover, which if memory serves me right was the old coal bunker(please correct me if im wrong) into a dance floor. The girls had to climb down into the tween deck which was an experience for all concerned.` `Does anyone remember the Packet being in one of the outports. Hare Bay maybe, when the forest fire hit the town and the crew helped with the fire control. I think Capt. Harkness and Ch.Eng George Jardine were on board.` `This is great to reminisce and read stories that bring back memories. They were great times of long ago and far away.`
	*`Hi Ian`* Sorry I am late getting back to you, I was going over my old files for information to send to you, I left Bowaters in 1965 to take a position as General Manager of a Shipping Co. in Canada., 44 years ago. I dont have very much information for you after all this time. I first joined the Markland Shipping Co. in 1956 as Chief Engineer of the Liverpool Rover and later as Chief Engineer of the Liverpool Packet. In 1958 we drydocked the ship at Rollo Graysons Shipyard at Birkenhead. At this time we changed the fuel system from coal to oil.After returning to Canada I was promoted to Marine Superintendent in charge of the Canadian operations including the Bowater fleet when operating in North America, the man I replaced was transferred to the London office.In 1959 I was promoted to Marine Superintendent for North America and moved to 250 Park Avenue, New York. In normal practice a Marine Superintendent is usually a deck officer, however Sir Eric approved my promotion on the recommendation of Capt... Copland , our general manager. With exception to John Reed an ex Bowater chief engineer now living in Nova Scotia my last contact with Bowater personnel in London was with Mr. Dervish Duma who was Sir Eric,s top financial officer. He was once the personal advisor to King Zog of Albania, he passed on about 4 years ago I understand that his son is with Barclays Bank. I have no idea how many senior Bowater officers are still living. I know that the following Engineers ,George Jardine, Ted Cottingham, Tom Hilton andIan Hallam have passed on, also the following Captains, Jim McLarty, Bob Campbell and Derek MaVityhave also passed on. I am the last senior officer alive from the original Markland Shipping Co. I am in my 86th year, in reasonable good health and still playing a fair game of golf, I studied music (violin) in my young days and now direct a Scottish String orchestra. I never smoked in my life, however I still enjoy a good shot of rum on occasion.I am confident that leading an active life helps to increase your life span.I found the address of thtee retired Captains as follows Basil Biggs,Merrylands, Joy Lane, Whitstable, Kent R.M. Bessant, Wynn House, 24 Wynn Road, Whitstable, Kent and M. Storrier, 27 Longmeadows, Darras Hall, Ponteland, Newcastle upon Tyne. I sincerely appreciated the information on your website and was sorry to learn that the ships were sold and scrapped several years ago. I once got a call from the owners off the Sarah Bowater years ago requesting me to proceed to the Amazon area to bring the ship back to her home port. I politely declined. I remember Capt. Larry Corner, please convey my personal regards to him when convenient. I am a fellow of the Marine Engineers Institute of London and endeavoured to locate Bowater personnel through them, however it was unsuccessful.I do not recall meeting your Father, my usual contact was with the masters and chief engineers. `In 1970 I bought a small shipyard and built 24 various types of vessel including high speed aluminium patrol boats up to 5000 Horse Power. I closed the yard in 1986 due to lack of work and worked as a shipyard consultant in the larger yards until 1995 after which I retired.` Regarding my early personal experience, I sailed on a Canadian built Park Clas 10,000 ton cargo ship, the only action I saw was a very large German mine floating near Gibralter which missed us by about 150 feet. I joined the Imperial Oil Tanker Co in 1947 and in 1951 I was promoted to Chief Engineer on the world second largest supertanker, the Imperial Alberta and sailed for that company until I joined the Markland Shipping Co. Thank you for bringing back so many pleasant memories. I regret that I am unable to give you more information. *`With best regards, sincerely.`* *`Murray R.Osbourne`*