Official No:  106832    Port Number and Year:  1st in Liverpool, 1897 (LL334)

                                                                                   -  in Fleetwood, 1907 (FD103)

                                                                                   -  in Thorshavn, 1909 (TN ?)

                                                                                                 5th in Fleetwood , in 1910 FD118)

                                                                               11th in Milford, in 1928

Description: Side trawler, iron plates on steel frame; steam screw, coal burning. Ketch rigged: foresail, mainsail and mizzen.

Crew:  9

Registered at Milford: 5 Nov 1928 

Built: 1897, by Sir Raylton Dixon & Co., Middlesborough.  (Yard no. 437)

Tonnage: 137.8 grt  39 net. (1 Jan 1914: 52.29 net.)

Length / breadth / depth (feet): 95.8 / 20.4 / 10.8

Engine: T 3-Cyl. 42 nhp.10 kts.  Engine and boiler: North East Marine Engineering Co., South Docks, Sunderland





Jan 1897: The Mersey Trawlers Ltd., 3 Union Court, Liverpool

Manager: Owen Ellis, 21 Rose St., Liverpool, & George J. Pratt.


By 1903: Pratt, Ellis & Co, 21 Rose St., Liverpool.

Managing owners: Owen Ellis & George J. Pratt. (Same address.)


As FD103

12 Feb 1907: Fylde Steam Fishing Co. Ltd., 4 Albert Square, Fleetwood.

Manager: George W. Stennett. 

                Harry Melling (4 Jan 1909)


22 Jun 1909: Walter Olney, Grimsby. 

Managing owner.


Jul 1909: Christian Evensen, Thorshaven, Faeroe Islands.

Manager: Alick Black, Fleetwood. 




2 Jun 1910:  Walter M. Olney, Thornton, Lancs.

Manager: Alick Black, Wyre Dock, Fleetwood. (1919: Sir Alec Black, Bart.)


1925: Sydney Jacobs, 55 Trent Rd., Brixton Hill, London.

Manager: Rowland Morris, Premier Chambers, London St.,  Fleetwood.


1926:  Lincolnia Steam Fishing Co. Ltd., Premier Chambers, London St.,  Fleetwood

Manager: Rowland Morris. (Same address.)


1927: Reginald Llewellyn Hancock, 'Beachways', Picton Rd., Hakin

Managing owner.



8 Nov 1928: Vincent Thornely Taylor, 'Steinbrook', Chippenham, Wilts.

Managers: Reginald L. Hancock & Harry E. Rees, Docks, Milford.


Landed at Milford:  3 Aug 1927 - 2 Nov 1932

Skippers: Thomas W. Jones (1927);  William E. Johnson (1929)


28 May 1899: Chased and stopped by the fishery gunboat VIGILANT off Ailsa Craig, having been fishing illicitly in the Firth of Clyde. [The Times, Tues., 30th May 1899.]

17 Jul 1909: Fleetwood registry closed.

16 Jan 1910:  Returning to Fleetwood in heavy weather stranded on the south end of Walney Island.  Piel lifeboat Thomas Fielden (Cox Herbert Raby) attended but with wind gusting 50mph recue was difficult and crew had to be taken off one by one.  On completion landed survivors at Barrow.  Refloated and towed to Fleetwood by Barrow tug WALNEY (204grt/1904).

29 May 1917: Requisitioned for Fisheries Reserve.

1919: Released from Reserve.

1919:  Released (Manager: Sir Alec Black, Bt., Fleetwood.)   

21 Aug 1927: Fishing the Smalls; grounded 5 miles NNE of St. Annís Head (Sk. Thomas W. Jones), disabled with machinery defect.  Steam drifter CYCLAMEN (LT1136) connected and towed to Milford arriving same day. 

9 Nov 1928: Fleetwood registry closed.

19 Apr 1929:  Sailed Milford for grounds off the Smalls (Sk. William E. Johnson). 

20 Apr 1929:   Fishing 3 miles NW by W of Connibeg light ship, in Force 6, disabled with fractured tail shaft.  CORVUS M2 in vicinity connected and proceeded to tow to Milford.  

21 Apr 1929:  Arrived Milford.   

18 Nov 1932: Laid up.

Mar 1934:  Sold for breaking up and broken up at Hancockís Yard, Pembroke Dock. 

3 Aug 1934: Left for breaking up

11 Oct 1934:  Milford registry closed, breaking up completed.

[Thanks to Gil Mayes and Jim Porter.]

Cert. Cancelled & Milford Registry Closed: 11 Oct 1934. Broken up at Hancock's Yard, Pembroke Dock.

 Accidents and Incidents


Statement by the Master of the steam trawler "Lincolnia", Mr Thomas William Jones.


21st August 1927.


    We left our home port of Milford for the fishing grounds off the Smalls, on August 21st, 1927.

    Whilst off the Smalls our engine room machinery broke down, and we were not able to repair the damage, so we had to have assistance from the drifter-trawler "Cyclamen" from Lowestoff [sic], but fishing out of Milford.  Our position at this time was a bearing NNE off St Ann's Head, a distance of around 5 miles.

    The "Cyclamen" came alongside and started to tow us to Milford. The towing commenced at 9.30 and we concluded at 11.30.

    The dock gates were open when we arrived off the entrance so we went straight into dock.


Thomas William Jones.



Statement by the Master of the steam trawler "Lincolnia", William Eliezer Johnson


19th April 1929


    I am the Skipper of the  "Lincolnia" and have been on her for 15 months or so. On the 19th of April last at 5.30 a.m., we left Milford docks bound for the fishing grounds off the Smalls. There was then a moderate north west wind blowing.  It is four hours steaming to the Smalls.  We hung about in the Haven doing a job or two.  When the shaft gave out we were about three miles to the N.W. by W of the Conningbeg light ship. After the damage had occurred I got my fishing gear aboard, and I then had a talk with the chief to see what damage had been done or whether we could effect any repairs ourselves.  He told me it was absolutely useless. I then hoisted distress signals, and blew my whistle with long continuous blasts in order to attract attention. 

    There were two or three ships in the vicinity but the "Corvus" was the closest ship to us and she hauled her gear up and came towards us. There was another trawler coming towards us at the same time as the "Corvus" but with her fishing gear out, but when she saw that the "Corvus" had reached us she turned round and went away from us again. When the "Corvus" came up I told him that we were disabled and to get his trawl rope ready to take us home. It was I who mentioned home. I don't know whether or not the necessary repairs could be effected in Waterford. 

    The wind [was] north west about  4.  The wind veered round to the north east on Wednesday morning, it also strengthened until it got to force 6.  It remained [at] the same force until the Thursday when we broke down.  After the "Corvus" had got us in tow the wind became squally reaching 7 at times, for about two hours between 9 p.m and 11 p.m.  On the Thursday the wind dropped away to about 4.  After 11 o'clock it freshened again to about 7, and continued right on until about 6 a.m. on Friday when it dropped to 5.  It continued at 5 until we anchored.  During the time of the tow the wind varied between NE and ENE. At the time that we were disabled there was a very heavy short sea. It was not the long rollers but a short sea (I consider it more difficult to tow in short heavy seas than in the long rollers). Whilst we were under way the ship had the shelter of Ireland, but as soon as we got about twenty [miles] off we encountered heavy seas.    The sea remained more or less in that condition throughout the tow until we arrived at the Smalls, which was about 6 a.m. on the Friday. The influence of the Welsh Coast caused the sea to subside slightly.  It gradually got smoother as we reached the coast. 

    After being disabled we drifted WSW with both the wind and tide that was carrying us away from the lighthouse and we should not have gone ashore there.  We were being carried about parallel to the south coast of Ireland and [were] in no immediate danger.  On the return of the tide we should have more or less retraced our steps but would eventually have reached the shore.  We would have been safe for about twelve hours from the time of the accident.  After the tide had turned the influence of the wind would have gradually worked us ashore.

    The "Corvus" was about two or three miles to the east of us when we became disabled.  She was the nearest trawler. The "Richmond" was about three miles to the westward, the "Blanche" was also about four miles to the NNE of us.  We were absolutely helpless, without hope of being able to mend matters ourselves. We were not equipped with any thing in the way of sails, except a small mizzen sail and that is of little use except for keeping the head of the ship into the wind. It was the correct regulation distress that we raised.  Our anchor cable is our chain. The "Corvus" came as close as he possibly could and threw a heaving line.  We caught it first time.  We then hove his hawser on board and connected it to our chain.  He approached to within about ten yards of us.  He steamed past our side and in so doing so threw the heaving line.  He ran a certain amount of risk in coming alongside of us as he did, having regard to the weather.

    It was about 4 o'clock when this preventer gave out.  The tow had proceeded satisfactorily without a hitch up to then. As we got further off the land, and the sea increased, greater stress was placed on the preventer and that caused it to give out.  There was some jerking during this towing.  I don't think that the "Corvus" underwent any strain during the tow.  I don't consider that his engines or his hull would undergo any strain.  My idea in using the cable was to relieve the strain on both of the ships.  The result of the breaking of the preventer chain was that the strain came direct on to our winch. It made no difference in the strain on the "Corvus", they would know that the preventer had broken.

    We should have been back to-day, April 18th, under ordinary conditions.  We had £18 worth of fish on board.  The "Corvus" fetched  87 for her catch. She had been out for about a week.  He would have been landing on the Monday, that is the 15th April.  She sold her catch last Saturday.  I think that the fish prices were just moderate last Saturday.

    It is approximately sixty miles from the light ship to Milford.  The "Corvus" could do eight miles an hour, and his consumption of coal is about four tons a day when he is steaming.  In towing he would use double the quantity of fuel.

    My vessel the "Lincolnia" and the "Corvus" were not able to take or send any messages, as we did not carry any wireless transmitting apparatus on either vessel.

    The crew of the "Lincolnia" numbered, including myself, nine.  The "Corvus" numbered the same.

    I didn't stop at any time during the course of the tow.  I did not consider that the "Corvus" was at any time at risk of fouling her propeller by means of the tow rope.

    We had to wait about six hours outside for the dock gates to open. We came in alongside of the "Corvus".  There was no difficulty in getting us in The "Corvus" was not damaged to my knowledge at any time during the tow.


To the Owners Master And Crew of the steam trawler "Corvus':

Whereas services in the nature of salvage or towage were on or about the 11th and 12th April 1929 rendered in or near St. George's Channel by the Owners, Master and Crew of the steam trawler "Corvus" to the steam trawler "Lincolnia", her cargo and freight.  Now in consideration of your abstaining from arresting the steam trawler "Lincolnia", her cargo and freight in respect of your claim arising our of such services,  we do hereby guarantee that if the Owners of the steam trawler "Lincolnia", her cargo and freight do not pay to you such sum as may be adjudged in an action or arbitration or as may be agreed upon as reward for such services together with the interest thereon and your costs (if any) we will pay the amount so adjudged or agreed together with such interest and costs not exceeding altogether the sum of six hundred pounds.

Dated this day,  23rd April 1929.

1, Barlow Street,

Milford Haven.




[They settled for £308. 3. 0 . plus £28 in settlement of fees.]



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