CHAPTER V

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THE CITY OF DUBLIN STEAMPACKET COMPANY.

In the summer of the year 1822 Mr. C. W. Williams, of Dublin, crossed over to Liverpool with the object of inducing the merchants to take shares in a line of steampackets he proposed building for the Liverpool and Dublin trade. Except to the most sanguine, the time did not appear to be favourable for such a scheme. A large fleet of sailing smacks maintained daily communication (subject to the weather) between the two ports, carrying all kinds of goods, and even cattle. The steampackets WATERLOO and BELFAST sailed with passengers only every alternate day from each side. Both these vessels had already won for themselves a reputation, the former being the first steampacket to ply regularly between England and Ireland, and the latter having made a passage in the then remarkably short time of 12½ hours. Besides this, “The Original Steampacket Company,” a new company (with powerful Government influence), including amongst its shareholders Lord Blaney, Major-General Preeth, Sir John Tobin, &c., and trading under the title of the St. George Steampacket Company, had in April preceding launched two of the largest and most powerful steampackets that had yet been built, viz., the ST. PATRICK and the ST. GEORGE. This latter vessel on the 13th September made a passage from Dublin in 11½ hours, thus making a record which she herself broke on the 23rd April, 1824, by making a passage from Liverpool to Dublin in 10 hours 40 minutes. In addition to the already established steam and sailing lines, a third local steampacket company, supported by the traders, the “Dublin and Liverpool Steam Navigation Company,” was in course of formation. It is not, therefore, surprising under these circumstances that Mr. Williams, a stranger in Liverpool, failed to obtain the financial support to his scheme which he desired. It is the more to his credit that, though disappointed in Liverpool, he persevered with his project in Dublin with so much success that he was enabled to return to Liverpool in February of the following year (1823) and place an order with “Frigate” Wilson for the pioneer steamer of the future famous City of Dublin Steampacket Company, the CITY OF DUBLIN, a vessel of 130 h.p. It was an express stipulation with the builder that this steamer should be constructed of such materials and in such a manner as to withstand the severity of the winter navigation. The CITY OF DUBLIN differed from her competitors in two respects—(1) in carrying general cargo in addition to live stock and passengers, and (2) in maintaining the service uninterruptedly throughout the twelve months.

A month later Mr. Wilson was again applied to to build a second vessel for the company, but in consequence of his having that very morning (5th March) contracted to build the HY. BELL for the Glasgow trade, it was not till some days later the contract was made for the building of the TOWN OF LIVERPOOL, to be commenced as soon as the HY. BELL was launched.

The CITY OF DUBLIN made her maiden voyage on Saturday, the 20th March, 1824, and Mr. Samuel Perry, of 16, Water Street, was appointed agent to the company. She anticipated by about six months the operations of the traders’ company (the Dublin and Liverpool Steam Navigation), whose first steamer, the LIFFEY, 305 tons burden, and 110 h.p., did not sail until the 13th September following. From the outset the managers of the City of Dublin Company seemingly did not regard the Original Steampacket Company as formidable opponents, but they determined either to vanquish or acquire the other two companies, the greater of which was the St. George Steampacket Company. The second company was well supported by the Liverpool merchants, and kept its sailings (with goods and passengers) throughout the year. In December of the same year (1824) the MERSEY joined the LIFFEY, and in the July following the COMMERCE, one of the largest steampackets (up to that date) built in this port, was added to the fleet. This company’s packets proceeded direct to Dublin, and discharged at Custom House Quay. On Saturday, 5th February, 1825, the third vessel belonging to the City of Dublin Steampacket Company was launched from the yard of Dawson and Pearson, South Shore, and on the 22nd April succeeding the managers issued the following public notice:—

“The City of Dublin Steampacket Company announce to the public that in consequence of the many complaints hitherto made of want of storage room in Dublin for goods going and coming by their steam vessels, they have taken the lot of ground immediately opposite the Packet Station on the North Wall, and are about to erect a convenient and commodious store on the same for the accommodation of the merchants and traders of Dublin. The Company have increased their capital to £100,000, and are proceeding with every possible expedition in completing their number of vessels, by which means they will shortly be able to despatch one daily from Dublin and another from Liverpool. The trustees have reserved the remainder of the shares now unappropriated exclusively for the accommodation of shippers and importers. Their vessels, the CITY OF DUBLIN and TOWN OF LIVERPOOL, continue to ply as usual. Their third and fourth vessels, the HIBERNIA and BRITANNIA, are nearly complete, and the fifth and sixth will be ready by the end of the year.”

During the summer of 1825 the City of Dublin Company despatched their new steamer HIBERNIA on the same day and at the same hour as the ST. GEORGE. They were careful to inform those interested that this was done “not with a view of opposition, but for the purpose of establishing her (the HIBERNIA’s) character for speed and seaworthiness.” They were equally careful to point out that “the HIBERNIA has already made six voyages in company with the ST. GEORGE, and has on all occasions proved herself an extremely safe and fleet vessel, and not inferior to that well-known steampacket.” They also mentioned the inconvenience, delay and expense of landing by boats at Kingstown, all of which might be avoided by taking their magnificent steampackets direct to North Wall.

The St. George Company replied to this courteous announcement by also informing the public that the companionship of the HIBERNIA was unsought for and undesired by them. It was not to be expected that the Liverpool companies would permit a strange company to take a lion’s share of the trade, and not make a practical protest. Consequently, in the autumn of 1825, the fares from Liverpool to Dublin were reduced to 5s. cabin and 6d. steerage, and on Monday, September 5th, one of the steamers sailed with upwards of 700 passengers at 6d. each. Early the following year (1st February, 1826) the managers of the City of Dublin Steampacket Company purchased the Dublin and Liverpool Steam Navigation Company, and increased the capital of the company to £250,000, in shares of £100 each. Shareholders, in addition to their share of the profits of the undertaking, were offered the following advantages:—

(1) Free passage by all the company’s vessels.

(2) Free storage for a limited time in the company’s stores.

(3) Special accommodation in the payment of freights and charges.

The company having grown with a rapidity probably without a parallel, decided to extend its sailings to Belfast and Waterford, and, if desirable, to other ports. It had now a fleet (afloat or building) of fourteen new and powerful steamers, viz., CITY OF DUBLIN, TOWN OF LIVERPOOL, HIBERNIA, BRITANNIA, LIFFEY, MERSEY, COMMERCE, MONA, LEEDS, GIPSEY, MANCHESTER, BIRMINGHAM, SHEFFIELD and NOTTINGHAM. On the 29th August, 1826, the Government established a mail service between Liverpool and Kingstown, with most injurious results to the existing steampacket companies. The managers of the City of Dublin Company interviewed the Secretary to the General Post Office in order to obtain some modification of the opposition, but without being able to do so. They thereupon published the result of their negotiations, and appealed to the public for support against the unjustifiable

## action shown by the Government. “The Post Office having now

established packets on the station, have, with a view of covering the heavy expenses incident to the same, endeavoured to engross the trade in passengers, carriages, horses, &c., to the great injury of this and other companies; while at the same time they are exempt from the payment of port dues and other charges ... which are already a tax on this company to the amount of £10,000 per annum. Under terms so unequal and disadvantageous, it is evident this opposition has none of the ingredients of fair opposition, were such even justifiable, where Government on the one hand, and private shipowners on the other, are the competitors.”

At this period (1827) there was considerable friction between the Mersey Dock Board and the company, the managers of the latter considering greater facilities ought to be given for the working of their traffic in view of the fact that they annually spent in Liverpool £100,000 in outfits and repairs. To meet the Government opposition the company purchased the sailing brig TYNE, which they loaded fortnightly with rough goods, and towed to sea by their own tug MARS. In 1828, in addition to their daily service to Dublin, the company had a twice-weekly service to Belfast, and once a week to Drogheda. A fortnightly service between Dublin and Bordeaux was commenced on the 20th June, 1827. The BALLINASLOE, built in 1829, was furnished with a powerful blast cylinder to ventilate the holds, being the first steamer to be so fitted. The same year the MANCHESTER and the BRITANNIA were both wrecked, but fortunately without loss of life.

The steampacket CITY OF LONDONDERRY, built in 1827 for a local company, was sold by auction on the 8th October, 1829, and purchased by the City of Dublin Company. Her new owners took up the station vacated by the Derry Company, and maintained a weekly service between Liverpool and Londonderry for a number of years. The Clarence Dock having been opened in September, 1830, the City of Dublin Company were allotted loading and discharging berths in it on the 25th March, 1831, which berths they have used continuously to the present date (1903), a period of over seventy years, when they were transferred to the Nelson Dock.

It will be remembered that in the early history of the company their most powerful trade competitors were the St. George Steampacket Company. One of the steamers of the latter company (the LORD BLANEY), while on a voyage from Liverpool to Newry, was lost with all hands. With a chivalry unusual in commerce (ignoring the fact that the vessel belonged to a rival company) the City of Dublin Company headed a list for the benefit of the relatives of the drowned seamen and others with a subscription of one hundred pounds. Civil war had been raging in Portugal for a number of years, the leaders being Don Miguel (the usurper) and Dom Pedro, on behalf of his daughter, Donna Maria (Legitimist). Two at least of the company’s steamers, the LEEDS and BIRMINGHAM, were chartered as transports to Dom Pedro; and it was the latter vessel, under the command of Captain Beazley, which, on the 16th July, 1833, brought to England the news of the complete defeat and capture of the fleet of Don Miguel. On the 6th November, 1834, the LEEDS struck on Furlong Rock. No lives were lost, the crew and passengers being taken off by the company’s steamer COMMERCE. The LEEDS having got off the rock, sank inside the jetty at Holyhead, but was subsequently raised.

In 1836 the company built four steamers to compete against the Government mail steamers. They were the QUEEN VICTORIA, DUCHESS OF KENT, ROYAL ADELAIDE, and the famous ROYAL WILLIAM. In June of this year (1836) a bill in Parliament for increasing the capital of the company was read three times and passed.

About this time the directors of the company had under consideration the establishing of steam communication between Liverpool and New York. A meeting was held in the company’s office in Water Street, there being present, amongst others, Sir John Tobin. Sir John had on the stocks a large steamer, and it was decided that the Transatlantic service should be established, the pioneer vessel to be the ROYAL WILLIAM, to be followed by the LIVERPOOL (Sir John Tobin’s new steamer) as soon as she was ready for the service. In accordance with these arrangements, the ROYAL WILLIAM sailed from the George’s Pierhead on July 5th, 1838, for New York, and the LIVERPOOL followed her on September 20th. These steamers have the honour of being the first passenger liners between Liverpool and New York. The ROYAL WILLIAM proved to be too small for the Transatlantic trade, and in 1839 she resumed her sailings on the Liverpool and Kingstown station.

[Illustration: ROYAL WILLIAM P. S. (1836) City of Dublin Steampacket Co.]

On and from the 20th June, 1839, the Government determined that a mail steamer should be despatched every morning and evening from Liverpool to Dublin, _via_ Kingstown, on the arrival of the respective mail trains from London. The Government steam packets were appointed to sail with the morning mails, and the City of Dublin steam packets with the evening mails. The directors of the City of Dublin Company were determined that their steamers should surpass the Government boats, and in December, 1840, they contracted for two new steamers for the mail service to be superior to any seagoing steamers afloat, and to do the passage from Liverpool to Kingstown in nine hours. Three years later (15th April, 1843) the company commenced their Liverpool and North Wales service with the new iron steamer ERIN-GO-BRAGH. The steamer AYRSHIRE LASSIE was placed on the station the next season (May, 1844), followed in 1845 by the PRINCE OF WALES, and later by the PRINCE ARTHUR, which two steamers maintained a daily service throughout the summer season for many years, and until the station was transferred to the present North Wales Steampacket Company.

In conjunction with the North Lancashire Railways, the City of Dublin Company instituted, in 1844, a steamship service between Dublin and Fleetwood, the first steamer employed being the HIBERNIA. The Company’s trade between England and Ireland had increased so rapidly that in 1845 the directors placed orders to build eight vessels, viz., five paddle steamers and three auxiliary screw schooners.

[Illustration: Holyhead and Kingstown Royal Mail Steamships—ULSTER, MUNSTER, LEINSTER, and CONNAUGHT.]

The long contest between the Admiralty and the company for the carriage of the English and Irish mails came to an end in 1850, when the Lords of the Admiralty determined to withdraw their steamers from the Irish mail service. The City of Dublin Co. had now a new competitor in the Chester and Holyhead Railway Company, who had steamers in connection with their railway service. The former company, who recognised the great importance of placing vessels on the Holyhead station, put in a tender in response to the Admiralty’s invitation, which tender was actually accepted. No tender was put in by the Chester and Holyhead Railway Company, who, it was believed, did not suppose anyone would compete with them and that they could obtain their own terms. Before the Admiralty’s acceptance of the City of Dublin Company’s tender was confirmed by the Government the railway company got notice of what was being arranged, and pressure was brought to bear upon the Government to prevent the City of Dublin Company’s contract from being ratified. The move was successful, with the result that tenders were again asked for. The City of Dublin Company were most unfairly treated, for the figure at which they had tendered was made public, and consequently the railway company were able to under-cut it. In anticipation of this course being adopted the managing director of the City of Dublin Company recommended a tender to be put in at a very diminished figure, the great importance of securing a footing on the Holyhead station being fully perceived by him. The City of Dublin tendered at £25,000 per annum, which was £5,000 a year less than the Chester and Holyhead Railway Company’s offer, and the result was that the City of Dublin Company obtained the contract. They purchased from the Admiralty two of the mail boats, the ST. COLUMBA and the LLEWELLYN, and in May, 1850, took over the mail service, running the steamers at the same hours as they were run by the Admiralty. A strong effort was made by the opponents of the company to deprive them of their contract, and a select Parliamentary Committee was appointed, which reported in favour of what had been arranged. This report made it clear that the company’s first offer was a reasonable one, and subsequent events proved the wisdom of the company’s directors determining to hold the contract at all hazards. The contest, it will be seen, was between the City of Dublin Company and the Chester and Holyhead Railway Company rather than with the Lords of the Admiralty—indeed, so strong was the feeling some time afterwards that the railway company refused to book passengers by the mail steamers, or advertise their sailings in the railway time tables, which only showed the sailings of the railway company’s steamers.

But if the City of Dublin Company was thus happily relieved from rivalry on the Holyhead mail station, it speedily found itself involved in the most serious struggle which probably ever occurred in the steamship coasting trade. Yielding to the solicitations of the Waterford and Kilkenny Railway Company, the directors of the City of Dublin Company agreed to place a steamer on the Liverpool and Waterford station. The Waterford Company and the Cork Company immediately began a daily service to and from Liverpool and Dublin, and despatched a steamer twice a week to Belfast. Entering into an alliance with the British and Irish Steampacket Co., the City of Dublin Company and its ally responded by opposing the Cork Company on the Liverpool and Cork station, sailing the DUCHESS OF KENT, EMERALD, ROSE, &c., every Tuesday and Friday from Liverpool and from Cork. After a keen contest, lasting over twelve months, a conference took place between Mr. Malcomson, representing the Waterford and Cork Steamship Companies, and one of the directors of the City of Dublin Company. No reference was made at this conference as to the cause of the contest, nor to the conduct of any of the parties during its continuance, the sole object being to suggest the most speedy mode of restoring peace, and the following arrangement was finally decided upon:—The City of Dublin Steampacket Company agreed to sell their claims on the London line to the British and Irish Steampacket Company, this line to be worked by the vessels of the latter company and of Messrs. Malcomson; the City of Dublin to transfer their Liverpool and Belfast service to the Cork Steamship Company; the entire sea traffic between Holyhead and Dublin to be assigned to the City of Dublin Company. This agreement has been honourably adhered to by all the companies concerned, amongst whom a most friendly feeling exists, but time has wrought its changes on the various lines. Malcomson’s steamers have long since ceased to run between Dublin and London, the Cork Company’s steamers were withdrawn in 1854 from the Liverpool and Belfast service, and the London and North Western Railway Company have a large fleet of passenger and cargo steamers plying daily between Dublin and Holyhead.

At the close of the year 1854 a better feeling prevailed, and the Chester and Holyhead Railway Company, together with the London and North Western Railway Company, entered into negotiations with the City of Dublin Company, and, with the approval of the Government, an Act of Parliament was obtained in order to bring about an improved passenger and mail service between London and Dublin, via Holyhead and Kingstown. Considerable delay took place in the subsequent negotiations. However, at the end of 1858 matters were settled, and in January of the following year the Postmaster-General entered into a contract with the two railway companies and the City of Dublin Steampacket Company, who jointly undertook the sea service, and with the two railway companies, who undertook the land transit. By private agreement, however, with the railway companies, the City of Dublin Company became solely responsible for the sea service, and provided the four steamers. This service gave the greatest satisfaction to the travelling public; the contract was for fourteen years certain, and then from year to year, terminable by twelve months’ notice, the subsidy being £85,900 per annum for the sea service, and £50,000 per annum for the land.

Twelve years after this service had been commenced, the London and North Western Railway Company, who had by that time absorbed the Chester and Holyhead Railway, commenced a rail connection between the harbour of Dublin and three of the principal Irish railway companies, which connection was completed in 1876, and the London and North Western Company began to run a service of steamers in direct opposition to the mail route. Under the terms of their agreement with the City of Dublin Company, the railway company had the power of fixing the fares by the mail route, which it exercised by maintaining the high fares by the mail and charging low fares by the railway steamers. The competition increased in intensity every year, with the result of largely diverting the passenger traffic from the mail route, the ultimate object of the railway being to bring about the abandonment of the Kingstown service, and to secure all the traffic for the railway boats to Dublin. In 1881 the City of Dublin Company brought the London and North Western Railway Company before the Railway Commissioners, who ordered a reduction of the mail fares. Immediately after this order was made, the Post Office authorities intimated their intention of terminating the existing mail contract, and of asking for fresh tenders for the service between Holyhead and Kingstown. In 1882 the City of Dublin Company put in a tender. Months were allowed to pass, and in January, 1883, it was announced that the Government had accepted a tender of the London and North Western Railway Company. It then transpired that the railway company, as well as the City of Dublin Company, had tendered for the Holyhead and Kingstown service, and that the latter company’s tender was the lower of the two, but the Government, instead of accepting it, had negotiated a contract for the throughout service with the railway company, which would have enabled them to convey the mails and passengers in the railway steamers to Dublin instead of to Kingstown.

[Illustration: WILLIAM WATSON, Esq. (late Chairman City of Dublin Steampacket Co.).]

It can well be understood that the public, who were well pleased to have the two lines of steamers, had no intention of being deprived of the Kingstown route, and a storm of indignation arose over the country. The Government professed that in making the new arrangement they were acting with economy, but this was shown to be a mere subterfuge, for they had agreed to pay the railway company £106,000 a year—only a trifling amount less than they would have paid if the steampacket company’s offer had been accepted and the railway payment continued as before. To quote the words of a prominent member of Parliament: “The Government were giving an opulent railway company not only a monopoly of the passenger traffic, but a large subsidy besides, for merely carrying the mail bags on their established line of passenger steamers.” So powerful was the agitation that arose, that the Government discovered they would not be able to get the contract confirmed by the House of Commons, the Irish members to a man being determined to vote against it. The result was the contract was not brought forward for confirmation, and new tenders were asked for the Holyhead and Kingstown sea service, special provision being made for the passenger traffic, which the Government had ignored on the previous occasion. Greater speed being desired, the City of Dublin Company tendered for improved steamers; but the railway company, who had no intention of going to Kingstown, did not compete, and the City of Dublin Company were successful in obtaining a contract for twelve years certain, the subsidy being £84,000 per annum. The four mail packets—the ULSTER, LEINSTER, MUNSTER, and CONNAUGHT—were provided with new boilers and improved machinery, and their passenger accommodation was remodelled and greatly enlarged.

The new service began on the 1st October, 1885, with this most remarkable result, that vessels after twenty-five years’ service had their speed increased by an average of 2½ knots per hour. A new steamer was added to the fleet—the IRELAND, a vessel capable of steaming 20 knots an hour, being the fastest paddle steamer ever built for cross-Channel service. The new service gave much satisfaction to the public, and the passenger receipts steadily increased. In 1893 the company decided to build a new type of passenger and cargo vessel, and in the following year the LOUTH, a screw steamer of large tonnage and great power, was put on the station; she was found so satisfactory, her performance being so regular, and her sea-worthy qualities so good, that she dispelled the great prejudice which up to that time had existed against screw steamers for cross-Channel trade (especially the cattle trade), and the company decided to replace their fleet with steamers of this class. While this re-construction was going on an attempt was made to deprive the company of their position on the Holyhead station. Owing largely to the efforts of the company, Kingstown had been put in direct communication with all the Irish railway companies, and the one blot on the Kingstown service removed. It was stated, however, that the boats were not fast enough, and the Government were urged to terminate the mail contract and seek for new tenders.

Most extravagant ideas seemed to prevail as to what could be done; accelerations were suggested by land and sea which could not have been accomplished except at very great expense. However, the City of Dublin Company were not behindhand, and they put in a variety of tenders, and offered to build boats of the very largest class. No other company tendered in accordance with the advertisement. The Post Office, however, did not accept any of the tenders, and subsequently entered into negotiations with the company, and settled the existing contract. The company undertook to build four twin-screw steamers, which, although not so large as those originally proposed, are superior to anything up to the present time attempted for cross-Channel purposes, and being twin-screws, their accommodation is far greater than had they been paddle steamers of the same size. They all realised a speed of 24 knots on their trial trips, which up to the present time has not been surpassed by any passenger steamer.

The new service commenced on the 1st April, 1897, and passengers are conveyed between all parts of England and Ireland at a very high rate of speed, and perform the journey with a degree of comfort that would have been thought incredible a few years since.

The fleet of the company now consists of the following high-class powerful screw steamers, replete with everything necessary for the comfort of passengers, as well as being equipped with the most modern appliances for the safe carriage of cattle and the rapid handling of cargo:—The ULSTER, MUNSTER, LEINSTER, and CONNAUGHT, sailing twice each day from Holyhead and from Kingstown with the mails and passengers. The CARLOW, KERRY, WICKLOW, LOUTH, and CORK, sailing every evening to and from Liverpool and Dublin, with goods and passengers, as well as a morning service from both ports, with passengers and fast traffic. In the present year (1903) the Company has placed the KILKENNY on the station, a vessel of an entirely new design, one of the finest passenger and cargo steamers which has ever been built for the Irish cross-Channel trade. A service is also maintained three times a week between Dublin and Belfast by the company’s steamers.

For upwards of three-quarters of a century this grand old company has faithfully served the public, with an immunity from loss of life as remarkable as it is gratifying to those chiefly concerned.

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