The Shipbuilding Industry In Derry
Above: Miniature of Ship Building
The shipbuilding industry of Derry dates back to the early part of the 19th century. At first the industry was confined to the repairing of vessels, the greater number of which was at that time, built of oak. The methods in use were rather primitive, and excavating a site along the slob, into which, at high tide, the vessel was drawn, and there left high and dry, carried out dry docking. When the tide receded, a temporary obstruction was placed at the entrance of the “dry dock”, to prevent the water at high tide from interfering with the workmen when executing repairs. These methods were soon found unsuitable owing to the growth in the shipping trade of Derry, and the Chamber of Commerce, stating that the memorialists had been, for sixteen months, engaged in a fruitless corres, presented a memorial to the Deputation of the Irish Society.
pondence with the Corporation of Derry respecting Port Charges. The memorialists concluded by saying that “although we have taken from us nearly 2,000 per annum in Port Charges, we are yet without a ‘wet’ or ‘dry’ dock, or even a slip, upon which vessels could undergo repairs”. The agitation was continued by the Chamber of Commerce, Derry (the greater part of the members of which were ship owners, and shippers) and resulted in a contract being entered into with Messrs. Pitt, Skipton and Co. to construct a “patent slip dock”, where vessels of 300 tons register could be repaired. This patent slip dock was commenced in the year 1830, at an expense of 4,000. In 1834 there were 31 vessels of all sizes repaired at the slip. In 1835 there were 13 repaired, and about 20 open boats. Of the vessels 3 were put on the slip, and 10 into the dock. In 1836 there were 9 vessels repaired (including 2 steampackets), and about 20 open boats. Of the vessels 6 were put on the slip, and 3 into the dock; the slip was found to answer all the purposes of a dry dock.
“Mr. Skipton’s partner was a Mr. Henderson, an experienced lieutenant in the Navy. A foreman and a gang of shipwrights were employed in the general yard attached to the establishment, from which a vessel of 180 register tons was launched, a handsome vessel, built of Irish oak, and calculated to carry 259 tons. The Naval stores were imported from Liverpool and Glasgow, the oak used was chiefly Irish, being procured from Walworth, Killyrnon, and Learmount”.
Another Derryman, Captain Coppin, started shipbuilding about 1847 or 1848, and succeeded in building a number of smaller vessels for traders. In the early fifties, Captain Coppin contracted with the Admiralty to build a large vessel for the Navy, to be called “The Great Northern”, which, when completed, was condemned by the Inspector for not being up to the standard required. This vessel was left in the hands of Captain Coppin, and it not being adapted for the shipping trade, a serious blow was struck at the Derry shipbuilding industry. Public opinion at the time, and the tradition in Derry attribute the condemnation of “The Great Northern” to private and political reasons.
A new local authority was created by Act of Parliament in 1855, entitled the “Port and Harbour Commissioners”, whose business was to look after the port and harbour. This new body set to work to improve the harbour, so as to meet the requirement of the increasing trade of the port. It was found that the “Patent Slip Dock” was insufficient for the repair of large vessels coming to the port, and that dry docks were needed. To meet such a want, the Harbour Commissioners erected the present graving dock in 1862, at a cost of 25,000, where vessels of a very large size can be “dry-docked” for repairs. The Harbour Commissioners have done all that it is possible to do to revive the shipbuilding industry in Derry, having spent 16,000 in preparing the yard, and in establishing permanent fixtures, so as to encourage either an individual or a company to revive the shipbuilding industry in Londonderry.
In the latter part of 1886 an agreement was entered into with Mr. C. F. Bigger, and the Derry shipbuilding yard was opened, under a lease of twenty-one years, at a rent of 50. For six years there was much promise of success, but unfortunately, the shipbuilding yard was closed in 1892. In 1898 an effort was again made to re-start the shipbuilding industry, and a Company called the Londonderry Shipbuilding and Engineering Company, Limited was formed. The yard was re-opened in the early part of 1899, and was so completely re-organised, that larger vessels could be built than before. Since the re-commencement, several vessels have been built, two of which were over 380 feet in length, one being the “Egga”.
Among the steamship companies for which the Derry Company has built are: Mac Vicar Marshall, Liverpool; Houlder Bros., London; Elder Dempster, Liverpool; African Steamship Company, London; and two Austrian firms. The Company has also undertaken a large quantity of repairs and overhauls and at the present time has several contracts that will provide employment for many months. One of the serious drawbacks of shipbuilding in Derry is that only the hulls are constructed, and either the hulls have to be towed over, mostly to the Glasgow or Tyne works for their engines, or the engines have to be brought to Londonderry. This causes considerable loss of time and money. Over 400 men and boys were employed, and as the industry was prosperous and progressive, the number of workers required increased.
Though Belfast and Derry are the chief seats of the industry, shipbuilding was carried out also at Haulbowline, and the industry was revived at Dublin. As regards Haulbowline, though the place has many advantages for shipbuilding, and though a certain amount of activity was displayed there, the industry did not attain any great importance; it promises well, however, and the Irish Industrial Revival will doubtless benefit the Southern “yard”.
In Dublin an effort had been made to revive the old and once prosperous shipbuilding industry on the Liffey, and an influentially supported Company, the Dublin Dockyard Company, has been formed to carry on the work. The dockyard was rapidly put into working order, and much modern machinery was installed. As regards the capacity of the dockyard, there were first three berths available for the construction of vessels up to 300 feet in length, and in a little time this accommodation was increased. It was to be hoped that the attempt to revive an industry of such an important nature was successful, now the ship building industry is dead in Dublin.
