Yearly Archives: 2009

S.T. Tyne FD200

Technical

Official Number: 109678
Yard Number: 644
Completed: 1901
Gross Tonnage: 182
Length: 115.4 ft
Breadth: 21.1 ft
Depth: 11.4 ft
Engine: T.3-cyl by N.E. Marine Engineering Co Ltd, Sunderland
Built: Smith’s Dock Co Ltd, North Shields

History

1900: Launched by Smith’s Dock Co Ltd, North Shields (Yd.No.644) for Smith’s Dock Trust Co Ltd, North Shields (J. N. Ward & Son, Fleetwood, managers) as TYNE.
26.1.1901: Registered at Fleetwood (FD200).
1.1901: Completed.
20.3.1902: Sold to Abertawe Fishing Co Ltd, Swansea.
5.6.1902: Mortgaged to Lloyds Bank Ltd, London.
29.4.1902: Fleetwood registry closed.
1902: Registered at Swansea (SA26).
25.1.1911: Mortgage discharged.
4.1911: Sold to Mark Macklin, Kherson, Russia.
25.4.1911: Swansea registry closed.
5.1911: Renamed DIMITRI GEROI.
Post 1927 Pre 1930: FATE?

Changelog
08/01/2009: Page published. 4 updates since then.

The Tide Must Turn For Fishing

David Thomson & Alastair McIntosh
Published in The Herald, Glasgow, 17-12-98, p. 14.
For more publications like this, including other work jointly with David Thomson, see www.AlastairMcIntosh.com.

Like the proverbial cod, something has rotted from the head down in Britain’s fishing industry. The bottom-line evidence is decay of Scotland’s once-thriving fishing communities. Robbed over the past three decades of significant portions of their most basic resource, they are also diminished in what Gaelic poet, Derick Thomson, called their “laugher like a sprinkling of salt” and “a sprinkling of pride on their hearts.

What has happened is that centralised government and big-business control have sacrificed social and environmental considerations at the at the alter of narrowly conceived monetary objectives. The Government’s latest scheme is a case in point. It permits white fish landings at only 19 designated ports. Arbroath is excluded from the list so its famous haddock “smokie” risks extinction. Such measures reduce once self-reliant communities to dependency cultures. These are forced to take their bearings, cap-in-hand, from London and Brussels – the metropolitan centres where, through quota proceeds and corporate taxation, the benefits of resource colonisation end up. In consequence, the sons and daughters of one of the richest tributaries of Scottish culture get scattered to the four winds. Those left at home are made to feel bad about becoming junkies, if they are lucky, only to regional aid.

The root of the problem is fishing profits have become concentrated in the hands of a very few. Fleet owners have been forced to modernise, or get squeezed out by a Common Fisheries Policy that favours “survival of the fittest” rather than “survival of the most fitting”. So it is that some 3 dozen millionaires scoop-up Scotland’s entire catch of herring and mackerel. Indeed, just 45 pelagic ships with 450 crew now monopolise an erstwhile community resource which, at the end of World War II, supported over 1,000 boats, 10,000 crew and an even greater workforce on shore. Almost gone is the dignity of reverence that caused a previous generation of fishers, mindful of the 104th Psalm, to give their boats names like “Providence”.

If the 19th century saw Clearances from the land, the 20th has nailed the coffin lid to maritime communities. It has done so with three nails. Each would have been harmless, even benign, on its own. But like tides, wind and swell compounded, their cocktail has proven treacherous.

Europe, obviously, was the first nail. But it is easy to duck domestic responsibility by making Brussels the scapegoat. When Ted Heath negotiated Britain’s entry to the Common Market in 1970, he made fisheries the dowry. At that time, most community-based family-run boats had little political voice or lobbying power. Those which were well organised – the distant-water corporately-owned trawlers – were quite happy to see Britain’s resource gambled with because they had their eyes on greater horizons. As their industry had the upper hand in technology and capital, they reckoned on stealing the march when Norway compromised its fisheries’ sovereignty on entering the Common Market. However, Norway’s fishing communities voted against Europe. Meanwhile, Iceland’s claims were ratified in the International Court. And those same companies which had backed the pawning of Britain’s fisheries nosedived, dragging down with them Grimsby and Hull.

Ted Heath had actually wielded a double hammer-blow to traditional fishing communities. In presuming to treat fish as a national and European resource, centrally controlled, he also unwittingly undermined fishermen’s sense of being responsible for their own patch. This opened up that “tragedy of the commons” which results whenever traditional constraints and practices are replaced with a beggar-my-neighbour free-for-all. Law-abiding fishers thereby found themselves being criminalised as they struggled to compete with continental fleets and out-of-touch regulations. Most notorious of these is the enforced dumping of unwanted accidental by-catches of species that exceed quotas. As the skipper of MFV Amoria wrote in last week’s Fishing News, “I have just returned from yet another fishing trip where we were forced to dump 200 boxes of coley and 100 boxes of haddock – value up to £18,000 – and I am absolutely disgusted with this total waste of resources.”

The second nail in the coffin of community-based fishing was new technology. It facilitated a radical increase in range, catching efficiency and destructive side-effects. Handed-down skills, social understanding and an innate respect for how the ocean and seabed was treated ot ousted by a youthful determination to plunder as much as possible before competing foreign vessels did likewise. All this led inevitably to the third nail – capital intensification. Fishing as an intensive industry rather than an integrated way of life became a magnet for investors with more interest in quota transactions than community cohesion and holistic resource management. In these ways, the industry’s conquest by globalisation was concluded. “Harvest” became “bounty”. Is it possible, then, for Scotland’s fish and fishing cultures be restored? We believe that it is, but only if vibrant, sustainable and self-reliant coastal communities become the main policy objective. For this fisheries management should aim to optimalise economic and community linkages, multipliers and resource conservation. An economic “linkage” is when one activity integrates with another. Such links then enhance “multiplier” effects. For example, landing haddock at Arbroath links to processing “smokies”, which multiplies activity on the railways, in engineering workshops, post-offices, schools, churches and pubs. Fillet the fish out and much else is rendered spineless.

What Scottish fisheries most need is greater “subsidiarity” – control to regional bodies representing local communities. These would have a greater incentive to regulate fishing methods in accordance with sustainable community and conservation principles. An example of a country much smaller than Scotland achieving huge success is Namibia in southern Africa. This 1.5 million-person-state was under enormous pressure to continue allowing access to the EU fleet. But Namibia stood its ground, claimed control of its own 200 mile limit, and encouraged indigenous black and coloured business. It now has one of the most productive and best managed fisheries in the world, overtaking mining as its largest industrial employer. According to a recent Scottish Office discussion document, in the Scottish Parliament “inshore fisheries policy is likely to be a key element of the devolved powers”. And a 1997 report of the Scottish Secretary’s Advisory Group on Sustainable Development contains exemplary proposals for fishing. It emphasises need for a “change of culture” towards “sustainable practices” including, “enhancing a sense of ownership by giving communities special access and responsibility for their local fishing resource” and “reform of the Common Fisheries Policy for regional and local variations in the allocations of rights to fish.” Holyrood must add teeth to such vision. In so doing, it might look to new precedents in agriculture. The European Council in its November 1997 refocusing of the Common Agricultural Policy advocated environmental friendliness, sustainability, and the enhancement of the vitality of rural life.

If North Sea stocks alone could be restored to 1970 levels, fish catches could potentially get close to double the present figures. For such reasons, reform or replacement of the Common Fisheries Policy could benefit all Europe. Working with Westminster, Scotland’s new parliament should set sail on a turned tide. St Andrew’s House must cast our net upon the waters. A “miraculous catch” awaits.

Alastair McIntosh is a fellow of Edinburgh’s Centre for Human Ecology. David Thomson is a former staff member of the Food and Agriculture Organisation of the United Nations and has served in over 50 countries.

S.T. Trygon FD221

Technical

Official Number: 127566
Yard Number: 167
Completed: 1908
Gross Tonnage: 289
Net Tonnage: 112
Length: 130 ft
Breadth: 23 ft
Depth: 12.8 ft
Engine: 88nhp T.3-cyl and boiler by Amos & Smith Ltd, Hull
Built: Cook, Welton & Gemmell Ltd, Beverley

History

30.6.1908: Launched by Cook, Welton & Gemmell Ltd, Beverley (Yd.No.167) for The Mount Steam Fishing Co Ltd, Fleetwood as TRYGON.
7.9.1908: Registered at Fleetwood (FD221).
28.8.1908: Completed (George E. J. Moody, Grimsby, manager).
1911: Top trawler landed 11369 ten-stone boxes.
1912: Top trawler landed 9662 ten-stone boxes.
2.1915: Requisitioned for war service.
18.2.1915: Commissioned.
20.2.1915: Arrived Devonport. Fitted out for auxiliary patrol duties (Ad.No.978). Fitted as Leader.
30.3.1915: Lost in the Clyde after collision with unidentified vessel.
12.4.1915: Fleetwood registry closed.

Click to enlarge image

S.T. Trygon FD221

S.T. Trygon FD221
Picture courtesy of The David Slinger Collection

Changelog
08/01/2009: 4 updates since then.
06/09/2023: Added an image.

S.D/L. Trustful PD366

Information courtesy of Barry Banham

Technical

Official Number: 123626
Completed: 1906
Gross Tonnage: 87
Net Tonnage: 31
Length: 84 ft
Breadth: 18.9 ft
Depth: 9.6 ft
Engine: C.2-cyl by A. Hall & Co Ltd, Aberdeen
Built: Carnegie & Matthews, Peterhead

History

1906: Completed by Carnegie & Matthews, Peterhead (Yd.No.) for Alexander & George Mair Snr, Portknockie (George Mair Snr managing owner), as TRUSTFUL (BF369).
1915: Requisitioned for war service as a boom tender (Ad.No.2441). Based Longhope. Renamed TRUSTFUL II.
Post 12.3.1919: Returned to owner at Buckie (George Mair, Portknockie). Reverted to TRUSTFUL (BF369).
1920: Sold to Richard Irvin & Sons Ltd, North Shields (Sir John H. Irvin, Aberdeen, manager). Banff registry closed. Registered at Peterhead (PD366).
1921: Fishing from Fleetwood as a liner (Alex Keay, managing agent).
1922: Sold to William H. Moorhouse, Thornton-le-Fylde (Harry Dingle, Thornton-le-Fylde, manager).
1923: Peterhead registry closed. Registered at Douglas (DO27).
29.12.1924: Fishing off Bray Head, Co. Wicklow, SW gale sprang up and vessel shipped heavy seas. Engine room flooded. About 5.00 pm anchored and let off flares. No response, took to boat and laid off as vessel started to settle, boiler exploded and vessel foundered. After several hours, picked up by Kingstown pilot boat, landed and taken to Dublin.
2.1.1925: Crew returned to Fleetwood. Douglas registry closed.

Changelog
08/01/2009: Page published. 4 updates since then.

S.T. Triton SA61

Additional information courtesy of Bill Blow

Technical

Official Number: 124721
Yard Number: 192
Completed: 1907
Gross Tonnage: 230
Net Tonnage: 87
Length: 120 ft
Breadth: 21.9 ft
Depth: 11.4 ft
Engine: 400ihp T.3-cyl by W. V. V. Lidgerwood, Coatbridge
Built: Dundee Shipbuilding Co Ltd, Dundee, 1907
Owner: Thomas James Wales, Swansea

History

12.9.1907: Launched by Dundee Shipbuilding Co Ltd, Dundee (Yd.No.192) for Thomas James Wales (64/64), Swansea (managing owner) as Triton.
11.10.1907: Completed.
11.10.1907: Registered at Swansea (SA61).
16.10.1907: Vessel mortgaged (64/64) to Goole Shipbuilding & Repairing Co Ltd, Goole (A).
19.10.1908: Mortgage (A) discharged.
3.11.1908: Vessel mortgaged (64/64) to Lloyds Bank Ltd, London (B).
13.4.1913: Vessel mortgaged (64/64) to William Deacons Bank Ltd, London (C).
6.5.1913: Mortgage (B) discharged.
20.12.1913: Mortgage (C) discharged.
20.12.1913: Vessel mortgaged (64/64) to London City & Midland Bank Ltd, London (D).
1913: Transferred to Fleetwood.
5.1915: Requisitioned for war service.
22.5.1915: Commissioned.
24.5.1915: Arrived Falmouth. Fitted out as a minesweeper (1-6pdr) (Ad.No.1761).
12.1918: Mortgage (D) discharged.
12.1918: Sold to William Sutherland (64/64), Aberdeen (managing owner).
12.1918: Swansea registry closed.
16.12.1918: Registered at Aberdeen (A94). Based Aegean Sea.
Post 12.3.1919: Returned to owner at Aberdeen.
28.5.1923: Sold to Loch Line Steam Trawling & Fishing Co Ltd, Aberdeen & Bonaccord Steam Trawling Co Ltd (Harry A. Holmes, manager).
25.10.1924: Sold to Thomas & S. Hall, Newhaven, Edinburgh (Alexander Flockhart, Leith, manager).
8.3.1926: Sold to Fred Birch Jeffs (32/64) & Walter Garratt (32/64), Grimsby. Walter Garratt appointed manager.
8.3.1926: Aberdeen registry closed.
10.3.1926: Registered at Grimsby (GY384).
26.3.1926: Walter Garratt designated managing owner.
18.8.1930: Walter Garratt shares (32/64) mortgaged to Barclays Bank Ltd, London (E).
30.9.1930: Fred Birch Jeffs shares (32/64) mortgaged to Barclays Bank Ltd, London (F).
15.12.1930: Fred Birch Jeffs designated managing owner.
11.8.1931: Sold by mortgagee under mortgages (E) & (F) to Thomas William Baskcomb (64/64), Grimsby. (managing owner).
14.8.1931: Thomas William Baskcomb designated managing owner.
11.8.1931: Vessel mortgaged (64/64) to Barclays Bank Ltd, London (G).
22.10.1935: Sold by mortgagee under mortgage (G) to Fred Parkes (64/64), Fleetwood & Blackpool.
24.10.1935: Sold to Charles Dobson (64/64), Grimsby.
29.10.1935: Basil Arthur Parkes, Cleveleys appointed manager.
29.10.1935: Charles Dobson appointed manager.
29.9.1937: Vessel mortgaged to Midland Bank Ltd, London (H).
27.11.1939: Requisitioned for war service and employed as auxiliary patrol (Nore/Sheerness)(Hire rate £57.10.60d/month).
1.1940: Renamed WRANGLER. Designated for conversion to a minesweeper.
27.3.1940: Returned to owner and reverted to TRITON (GY384).
3.2.1941: Mortgage (H) discharged.
4.2.1941: Sold to J. Marr & Son Ltd (64/64), Fleetwood for £6000.
13.2.1941: Geoffrey Edwards Marr, Cleveleys appointed manager.
26.9.1941: Sold to Henderson’s Trawling Co Ltd (64/64), Hull.
27.9.1941: Leslie James Marr, Thornton-le-Fylde appointed manager.
14.8.1942: Requisitioned for war service and fitted out at London for fuel carrying duties (Esso) (P.No.Y7.42).
3.1944: Refitting at Milford and assigned to Operation Neptune – Normandy landings.
5.1944: At Plymouth allocated to Force O.
3.7.1944: Operation Neptune ended.
1944: Geoffrey Edwards Marr, Hull appointed manager.
6.1945: Returned.
5.11.1945: Sold to J. Marr & Son Ltd (64/64), Fleetwood.
6.11.1945: Geoffrey Edwards Marr, Cleveleys appointed manager.
1946: Sold to BISCO and allocated to John Lee, Belfast for breaking up.
28.2.1946: Grimsby registry closed “Vessel sold for breaking up”.

Click to enlarge image

S.T. Triton SA61

S.T. Triton SA61
Triton’s funnel visible at the bottom of the picture

Changelog
08/01/2009: Page published. 4 updates since then.
12/07/2015: Information and picture added.
19/03/2018: Removed FMHT watermark from image.