Fleetwood Motor Trawlers
Fleetwood Motor Trawlers

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Technical

Official Number: 27317
Gross Tonnage: 33.61
Rig Sloop/Ketch
Built: Freckleton

History

1860: Completed at Freckleton for John Noblett, Fleetwood as NIMBLE.
14.2.1861: Registered at Fleetwood.
1869: Owned by Frederick W. Rigby, (64/64), Preston. Registered at Fleetwood (FD11).
1886: Sold to Patrick Murphy, Swingpump Lane, Whitehaven. Fleetwood registry closed. Registered at Whitehaven (3/18894) (WN7).
1889: Sold to John Preston Peet, Whitehaven & others (John Preston Peet managing owner).
1890: Rebuilt as a ketch – 23 regd tons.
1892: Sold to John Wright, 12 Senhouse Street, Whitehaven & others (John Wright managing owner).
1903: Wrecked in Strangford Lough.
1903: Whitehaven registry closed.

Changelog

01/12/2018: Page published

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Additional information courtesy of Andy Hall and George Westwood

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Technical

Official Number: 82958
Gross Tonnage: 123
Completed: 1882
Net Tonnage: 84
Length: 101.0 ft
Breadth: 19.0 ft
Depth: 10.3 ft
Built: W. Walker & Co, Deptford
Engine: C.2-cyl by W. J. Lockhead & Co, Glasgow

History

11.1882: Launched by W. Walker & Co, Deptford (Yd.No.) for Robert Middleton (64/64), Leeds, as ALBATROSS.
9.2.1883: Registered at Scarborough (SH37) (Sk.George Bowles). Robert Middleton designated managing owner.
17.2.1883: Completed.
6.11.1884: Owned by Robert Middleton & Stephen Todd Holdroyd, Leeds; Joseph Henry Holdroyd, Leeds and Thos Allen, York.
13.11.1884: Owned by Robert Middleton & Stephen Todd Holdroyd, Leeds; Joseph Henry Holdroyd, Leeds: Thos Allen, York: Wm Holdroyd, Scarborough and William Arthur Mallinson, Leeds. Robert Middleton designated managing owner.
12.11.1884: Owned by Robert Middleton & Stephen Todd Holdroyd, Leeds; Joseph Henry Holdroyd, Leeds; Thos Allen, York; Wm Holdroyd, Scarborough; William Arthur Mallinson, Leeds and William Mallinson (7/64), Huddersfield.
31.12.1884: Owned by Robert Middleton & Stephen Todd Holdroyd, Leeds; Joseph Henry Holdroyd, Leeds; Thos Allen, York; Wm Holdroyd, Scarborough; William Arthur Mallinson, Leeds; William Mallinson (7/64), Huddersfield and Henry Lambie Woodger (6/64), Scarborough.
29.4.1887: Henry L. Woodger shares (6/64) sold to William Woodger, Newcastle.
23.4.1888: At the Mercantile Marine Office, before Mr Cumberland, Collector of Customs, George Reynolds, cook, sued the skipper for wrongful dismissal. On 19th last Reynolds was discharged and the skipper refused to pay him his wages. After hearing evidence Mr Cumberland made an order of 9/4d.
28.11.1888: Ran into Fish Quay at Hartlepool doing considerable damage.
10.3.1891: Sailed Scarborough at 4.30 am. for the fishing grounds. Disabled after boiler manhole cover blew off and lost steam. Returned to Scarborough under sail.
26.4.1892: Sold to George Rookin Nicholson (64/64), Liverpool.
16.5.1892: Scarborough registry closed.
5.1892: Extensive alterations and overhaul. New steam winch by Messrs Rogers & Co, Stockton, new side rollers, dandy scores, raised forward and iron bulwarks fitted all round. New masts and sails. Total cost £800.
5.1892: Registered at Liverpool (LL184).
1892: Sold to “Albatross” Steam Ship Co Ltd (64/64), Liverpool. Henry H. Grayson, Birkenhead designated manager.
18.3.1893: Advertised for sale in the Aberdeen Journal by Frederick Aspinall, Liverpool. Vessel is fully found in every respect with new 200 fathom 3.5” steel wire warps and two full and complete sets of fishing gear. Presently fishing out of Aberdeen.
9.1893: Sold to Robert Knox (64/64), Douglas, IoM.
10.1893: Liverpool registry closed.
2.10.1893: Registered at Douglas (DO246). Robert Knox designated managing owner.
6.11.1894: Trawling off the Bahama Bank (Sk. Edward Shimmin); eight crew in total, in company with LADY LOCH (DO20) (Sk. William Shimmin) some half mile apart. In the early hours about 1.00am. with the skipper at the helm, observed the lights of a steamer bearing down on them. Sounded the steam whistle but unable to manoeuvre with the trawl down. Struck amidships and almost cut in two by the L&Y and L&NWR steamer DUKE of CLARENCE (1489grt/1892), Belfast for Fleetwood and foundered quickly. The skipper gained the forecastle of the steamer by way of the funnel stays and two men were picked up from the water, by boats from the DUKE of CLARENCE. LADY LOCH closed the scene and started to search for other survivors, joined later by steamers MANX QUEEN (989grt/1880) and DUKE of YORK (1473grt/1894). After three hours the search was abandoned; five crewmen unaccounted for, believed drowned. Survivors landed by DUKE of CLARENCE at Fleetwood.
17.11.1894: Douglas registry closed. Wreck lies 9.5 miles SE of Ramsey.
2.1895: In the Admiralty Court a claim for damages in lieu of the loss was heard. The findings were that the master of the DUKE of CLARENCE was at fault in that he failed to post adequate lookouts and disregarded the numerous fishing vessels, some thirty in number, on the fishing grounds. Damages were agreed and John Knox received an undisclosed sum. (Albatross was valued at £2,000 but insured for £12,000). The families of the lost crewmen received: Widows of William Dougherty, Henry Hudson and Richard Gregg – £300 each; the families of Hudson and Gregg received £150 each; the seven children of Dougherty received £250; the father of John Leadbetter received £250.

Lost: William Dougherty, Mate; Henry Hudson, Ch Eng; John Leadbetter and Richard Gregg, Deckhands and Charles Shimmin, nephew of the skipper, son of skipper of Lady Loch, Fireman.
Survivors: Sk. E. Shimmin, R. Kelly, 2nd Eng and Thomas Lawrence.
Click to enlarge image

S.T. Albatross SH37

S.T. Albatross SH37
Picture from The George Scales Collection courtesy of George Westwood

Changelog

24/11/2018: Page published.
27/11/2018: Image added. Information updated.

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Technical and historical information needed about this vessel. Please contact info@fleetwood-fishing-industry.co.uk

Technical

Net Tonnage: 6
Rig: Cutter/seining

History

24.10.1925: first registered at Fleetwood.
Post 1930: Converted to aux. motor.

Click to enlarge images

sv Wild Rose FD86

sv Wild Rose FD86
Picture courtesy of The George Westwood Collection

Changelog

05/03/2011: Page published.
12/11/2018: Page re-published. Removed FMHT watermark from image.

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Information courtesy of Birgir Þórisson

Cariama

S.T. CARIAMA GY4

The trawler CARIAMA GY 4, gained some notoriety in Iceland in june 1904, although there were some misconceptions about her name. Most reports using the form CARRY ANNA GY 4. There was also some discrepancy regarding the name of the skipper. It was first reported to be Henry Bascomb (sic!), a brother of the owner, and part-owner in the ship, but later amended to Richard Bascomb (sic!), Henry Bascomb being the owner of the ship.

On June 14th 1904 the local sheriff arrested the ship in Keflavik harbour for illegal trawling, and sentenced the skipper to 100 pounds fine and confiscation of the catch and gear. The ship was fully loaded, having been fishing for days very close to the shore.

The Danish coastguard vessel HEKLA, (a 3rd class cruiser) was nearby, and escorted the trawler to Hafnarfjörður, the residence of the sheriff. What happened next caused a political uproar.
It was originally reported that the sheriff had requested a) armed guard for the trawler from the HEKLA and/or b) that the trawlers machine be disabled, but that the danish captain of the HEKLA had refused assistance.

After the row blew up, the sheriff backtracked, claiming to have just inquired about the possibility of these actions being taken, which the captain of HEKLA had declined, as his vessel was leaving Iceland for the Faroes.

The sheriff had removed the ships papers, and placed four unarmed guards aboard the CARIAMA. The commander of HMS BELLONA, the british “Fishery Protection” cruiser, who was in Reykjavík, was involved in the case, disputing the evidence against the skipper. British authorities had long held that Icelandic eye-witness accounts were worthless. However the examination of the officers of the HEKLA had placed the fishing ground sworn by Icelandic witnesses 2,5 miles inside the 3 mile limit.

On June 18th, a message was received from BELLONA´s commander, summoning the skipper to him in Reykjavík. Later that day, the mate went ashore under the pretext of buying tobacco. After night-fall he returned in a small boat he had stolen, had steam raised, and departed the harbour. The four unarmed guards were overpowered and, outside the harbour, forced into the boat the mate had stolen. It was reported to have been barely big enough for them, and as they had only one oar, they had some difficulty getting ashore, to raise the alarm.

The sheriff hastened to Reykjavík to get hold of the skipper, but it transpired that he had the previous evening gone from the BELLONA aboard another British trawler, which immediately left the harbour.

The impotence of the legal authorities caused an uproar. Both directed against the Danes, (the HEKLA), but also against the local police. Policemen were few, and completely unarmed. The guards placed by the sheriff were just local fishermen, deputised for the occasion.

The demand was raised for accused skippers to be jailed, and that the local police provided with arms, because the British trawlermen had no respect for the law.
However, the only result was that the CARIAMA and her skipper became wanted within Icelandic legal jurisdictions, which may explain Baskcomb´s decision to sell the ship. And the skipper obviously managed to throw up some confusion about his identity.

Notes The clarification; I used the term “sheriff” for the official known in Iceland as “Sýslumaður”, but it does not quite cover the scope of his powers.

The “Sýslumaður” was “the state” within his jurisdiction. The terms goes back to the establishment of royal authority in the 13th century. He held all executive and judicial powers within his jurisdiction. He was both police chief and judge.

This combination remained in force until the European Court of Justice forced the Icelandic state to amend the laws as late as the 1980s!

I used the term “Sheriff” because of lack af a better alternative, “County Commissioner” or “Magistrate” seeming no better. But by using the term “Sheriff” for these officials, who were always university educated lawyers, one is left without a term for the “Hreppstjóri”. These were his deputies, responsible for local law and order, with police authority and executive functions, (but no judicial powers). These local representatives of the state were appointed by the “Sýslumaður”, one in each commune, chosen from among citizens of good stature in the local community. It was a part-time job, usually held for life. It was bothersome, but prestigious, and very few turned down the appointment.

The “Hreppstjóri” would bring charges against trawlers engaged in illegal fishing close to the shore, but usually would not try to arrest them without the presence of the “Sýslumaður”.

Changelog

04/10/2018: Page published.

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