I signed on aboard the SS Master as a wet-behind-the-ears 15 year old who loved the sea on July 3, 1956. By the time I signed off on September 3, 1957, I had grown up quite a bit. My job was engine room oiler and I worked the same watch as the Chief Engineer, which was 6-12 both in the forenoon and the afternoon. The year 1956 was long before SIN numbers and tight regulations. I simply falsified my age by one year and was never questioned.

My short period of service on the Master was to me one of the best jobs I ever had. I got paid for one and a half days for every day I worked (in the first month) and in the month of August a new contract took effect and the pay rate climbed to two days pay for every day worked. This policy was to compensate seaman when they were away from home. In addition, I got to sail on the inland waters of both Georgia Strait and Puget Sound. To me it was a dream adventure come true. In that summer the Master towed barges between North Vancouver and Sooke, sometimes to Bamberton, once to Campbell River and once to Seattle.

I learned early on about the force of a tidal rip going through such places as First Narrows, Porlier Pass, and Active Pass. The force of the sea on the tug was also an eye-opener as I experienced a bit of seasickness leaving English Bay for the Strait of Georgia all the while bucking a headwind. But most of the time at sea was relatively calm as we would have to wait out heavy weather to preserve the security of the tow. As an aside, I later sailed in the north Atlantic for two years and had the opportunity to sail in waves of sixty feet in height!

The trips to the gravel quarry near Sooke were usually uneventful and the scenery among the Gulf Islands is, as we all know, nothing short of spectacular. If the sea were rough in the Strait of Georgia, we would often lay over near the southern entrance to Porlier Pass or simply to take to advantage of the tidal flow.

As an oiler, my main job was to oil the engines main bearings and maintain a steady pressure of steam. It was also part of my job to maintain the tow mechanism and steering gear, as well as the winch for the anchor. During occasions when barges were being secured for towing or tying to buoys, I was also expected to assist. One job I volunteered for was helmsman as it was an interest of mine to be involved in the conning of the vessel.

As noted above, one of our trips was in delivering a tow to Seattle. Time has erased the nature of the tow, but I do remember being near the Seattle Locks. Upon leaving the Lock area towing a scow we were enroute to pick up another scow, all the while keeping a close course to the shore. The skipper of the day was more aware of other things than the movement of the tide and failed to notice a reef that was in our path. Sure enough, we ran up on the reef and to make matters worse the scow we were towing kept on coming toward us. Yes, it bumped into us and lifted our stern. Luck was upon us, however, as we were able to rock the tug back and forth and wiggle ourselves off the reef, seemingly none the worse for the wear. I, of course, have no way of knowing whether or not this incident was entered into the ships log.

Another event occurred during my tenure that did cause damage to the superstructure. This happened while tying a barge to a buoy in English Bay. As the barge slowed down, it and the tug entered into a jackknife position. Myself and a deckhand were standing beside the tow winch when the towing hauser swung around so that we were about to be pinned between the hauser and the superstructure. We ran forward for our safety, but the deckhouse was crushed in the ensuing movement of the barge.

I will always remain grateful to the skipper for a very frank conversation we had late in the summer. That conversation had to do with drying the dampness behind my ears.

Nelson Winterburn

Marpole Towing Fleet in the late 1940's SS MASTER & Sister Ship SS RFM