The Williams Family Tree

The first mention we have of (Captain) Owen Williams is that his baptism was solemnised in the Parish of Towyn, Merionethshire, Wales 1813-1848 on 29th March 1838:- Owen Williams son of John Williams and Mary Lewis, Pwllhelig (Farm) Labourer.

From the 1841 Census (HO107 Piece 1429/12 Folio 10 Page 12), we have Owen, 3, as living in Aberdovey, Merionethshire, Wales with his parents John, 45, and Mary, 34. His father's occupation is given as Ag(ricultural) Lab(ourer). Also living at the same address are Owen's brothers John, 6, and Lewis, 1, and his sisters Jane, 12, Ann(e), 11, Susan(nah), 8, and Ellinor, 5.

From the 1851 Census (HO107 Piece 2495 Folio 224 Page 10) there was an Owen Williams, 13, born Pwllhelig, Towyn, Merionethshire, Wales, an Errand Boy at the Corbet Arms (Hotel), Aberdovey, Merionethshire, Wales. He was employed by Josiah Higgs, 58, a Farmer of 120 acres and Inn Keeper employing 3 Labourers, born Sudbury, Gloucestershire, and his wife Eliza, 42, a Farmer and Inn Keeper's Wife, born Shrewsbury, Shropshire. Other servants were Jane Hughes, 27, unmarried, House Servant born Aberystwyth, Cardiganshire, Elizabeth Richards, 32, unmarried, House Servant born Towyn, Merionethshire, Wales, Hugh Gabriel, 37, married, Agricultural Labourer born Llanegryn, Merionethshire, and Daniel Thomas, 40, widower, Agricultural Labourer born Towyn, Merionethshire, Wales Merionethshire.

From the 1861 Census (RG9 Piece 4465 Folio 162) there was an Owen Williams who was Master of the Star, a Smack of 45 Tons employed in the Coasting trade. Owen was 25, married, and hailed from Penrhyn, County of Merionethshire. Also aboard were William Rowland, married, 35, Mate from the Parish of Llanarmon, Caernarvonshire, John Jones, unmarried, 21, Ordinary Seaman from the Parish of Treflys, Caernarvonshire, and John Jones, 15, Boy from the Parish of Penrhyn, Merionethshire.

Owen is mentioned in the book 'A Real Little Seaport' by Lewis Lloyd (ISBN 1 874786 48 8) as being a Master Mariner and Trinity Pilot. Owen was discharged from the Kate of Liverpool at Liverpool 3rd March 1869. Lewis goes on to say that Owen was a share owner in, and the first Master of, the Catherine, a 76 ton schooner built at Llyn Bwtri, near Pennal, on the river Dyfi and registered at Aberystwyth No. 2 in 1869. Owen became Master of the 94 ton schooner, Maglona, in 1876 but as he was uncertificated he commanded the Maglona in the home and coasting trade and shipped qualified commanders for foreign-going engagements.

Owen took command of another new vessel, the Olive Branch, the last seagoing vessel to be built at Aberdovey, in 1880 and in the 1881 Census (RG11 Piece 5417 Folio 61 Page 8), at the age of 43, he is aboard this 99 ton schooner in Milford Haven along with his crew consisting of John Evans, 22, Mate, William Perry, 25, and Richard Hughes, 19, Able-bodied Seamen, and the Boy, John Cook, 16.

Lewis Lloyd points out that Owen must have been well trusted by the owners of the three new vessels he commanded. Owen was Master of the Olive Branch for the run from Antwerp to London in February of 1881 and in the home and coasting trade to May 1881. Owen then became a Purser for the princely sum of £4 a month under Captain Thomas Walters for a voyage from Limerick to Cadiz and thence to Newfoundland and then homewards by way of Genoa. He was subsequently Boatswain and Purser for voyages to St. John's, Newfoundland and was finally discharged from the Olive Branch at Port Talbot on 3rd March 1884.

Owen's wife, Elizabeth, died in 1882 and Captain Owen's ship the 'Olive Branch' is referred to on her gravestone in Maethlon (Happy Valley) cemetery.

'... Captain Owen Williams having married first a sister of my mother and then a cousin of hers.' D. W. Morgan in Brief Glory p 261.

In the 1891 Census (RG12 Piece 4587 Folio 48 Page 9), Owen, 52, was living at 20 Church Street, Aberdovey, Merionethshire, Wales. He gave his age as 52 and his occupation as Trinity Pilot. He was then living with his second wife, Jane, 39, two of his daughters Susannah, 16, and Maggie, 2, and one of his sons, our Taid, John D(avies) who was then 10.

From the 1901 Census (RG13 Piece 5190 Folio 22 Page 8) Owen, 63, a Trinity Pilot and Fisherman, was with his second wife Jane, 59, at 8 Glandovey Terrace, Aberdovey, Merionethshire, Wales. With them were their children Maggie, 12, Richard L(ewis), 9, Thomas O(wen), 5, and Ellis, 3.

From the 1911 Wales Census (RG14PN33712 RG78PN1945 RD615 SD2 ED5 SN42) Owen, 72, Trinity Pilot from Aberdovey, Merionethshire, was with his wife Jane, 58, Lodging House Keeper from Talybont, Cardiganshire, at 1 Bodfor Terrace, Aberdovey, Merionethshire, Wales. With them were their children Maggie, 22, Housework, Thomas Owen, 15, School, and Ellis, 13, School. All the children were reportedly born in Aberdovey, Merionethshire. Boarding with the family were Alexander Hotson Houston, widower, 52, Accountant & Secretary (Limited Companies) from Manchester, England, and Mary Houston, single, 41, Private Means, also from Manchester, England.

Owen ended his days at 1 Bodfor Terrace, Aberdovey, Merionethshire, Wales and his grave in Aberdovey gives his date of death as 14/9/1924 and his age at death as 86.

Thankfully, I don't believe this was anything to do with Captain Owen Williams:

To the Managing Director

Sir:

It is with regret and haste that I write this letter to you - regret that such a small misunderstanding could lead to the following circumstances, and haste in order that you will get this before forming any opinions based on reports in the world press, which I am sure will tend to overdramatize the affair.

We had just picked up the harbor pilot, and the apprentice had just returned from changing the "G" flag for the "H" and, this being his first trip, was having difficulty in rolling the "G" flag up. I, therefore, proceeded to show him how. Coming to the last part, to which he was clinging somewhat tenaciously, I told him to "let go." The lad, though willing, is not too bright, necessitating my having to repeat the order in a sharper tone.

At this moment, the Chief Officer appeared from the chart room where he had been plotting the vessel's progress, and thinking that it was the anchors being referred to, repeated the "let go" to the Third Officer on the forecastle. The port anchor, having been cleared away but not walked out, was promptly let go. The effect of letting the anchor drop from the 'pipe' whilst the vessel was proceeding at full harbor speed proved too much for the windlass brake and the entire length of the port anchor chain was pulled out by the roots. I fear that damage to the chain locker may be extensive. The braking effect of the port anchor naturally caused the vessel to sheer in that direction, straight toward a swing bridge that spans a tributary to the river up which we were proceeding.

The swing bridge operator showed great presence of mind by opening the bridge for my vessel. Unfortunately, he did not think to stop vehicular traffic first, the result being that the bridge partly opened and deposited a Volkswagen, two cyclists and a cattle truck on the foredeck. My ship's company are at present rounding up the contents of the latter which, from the noise, I would say are pigs. In his efforts to stop progress of the vessel, the Third Officer dropped the starboard anchor, too late to be of any practical use for it fell on the swing bridge operator's control cabin.

After the port anchor was let go and the vessel started to sheer, I gave a double ring Full Astern on the engine room telegraph and personally rang the engine room to order maximum astern revolutions. I was informed that the sea temperature was 53 degrees and asked if there would be a film tonight; my reply would not add constructively to this report.

Up to now I have confined this report to activities at the forward end of the vessel. Down aft they were having their own problems. At the moment the port anchor was let go, the Second Officer was supervising the making fast of the after tug and was lowering the ship's after spring down onto the tug.

The sudden braking effect of the port anchor caused the tug to run in under the stern of my vessel just at the moment when the propeller was answering my double ring full astern. The prompt action of the Second Officer in securing the inboard end of the towing spring delayed the sinking of the tug by some minutes, thereby allowing the safe abandoning of that craft.

It is strange, but at the very same moment of letting go the port anchor there was a power failure ashore. The fact that we were passing over a 'cable area' at that time might suggest that we may have touched something on the river bed. It is perhaps lucky that the high tension cables brought down by the foremast were not live, possibly having been replaced by the underwater cable, but owing to the shore blackout it is impossible to say just where the pylon fell.

It never fails to amaze me, the actions and behaviour of foreigners during moments of minor crisis. The pilot, for instance, is at this moment huddled in a corner of my day cabin, alternately crooning to himself and crying after having consumed a bottle of gin in a time that is worthy of inclusion in the Guinness Book of Records. The tug captain, on the other hand, reacted violently and had to be forcibly restrained by the steward, who has him handcuffed in the ship's hospital, where he is telling me to do impossible things with my ship and my person.

I enclose the names and addresses of the drivers and insurance companies of the vehicles on my foredeck, which the Second Officer collected after the somewhat hurried evacuation of the forecastle. These particulars will enable you to claim for the damage that they did to the railings of the No. 1 hold.

I am closing the preliminary report, for I am finding it difficult to concentrate with the sound of police car sirens and their flashing lights.

It is sad to think that had the apprentice realized that there is no need to fly pilot flags after dark, none of this would have happened.

Yours truly,

Master