CHAPTER VIII

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THE CORK STEAMSHIP COMPANY, LIMITED.

The Cork Steamship Company, as successors to the St. George Steam Packet Co., may justly be considered to be one of the oldest existing steamship companies in the world. The original company (the St. George), was formed in the Autumn of the year 1821, its headquarters being in Liverpool. An announcement concerning it appeared in the Liverpool “Mercury,” of the 12th October, 1821, stating:—

“A company has been formed here (Liverpool) for establishing steam packets.... Two vessels of large dimensions are already contracted for, and are now building by two experienced ship-builders in this town, the machinery for both to be fitted by an engineer of eminence; and the proprietors, we learn, are determined to spare no expense in the equipment of the vessels to contribute to the safety and comfort of the passengers.”

In accordance with this announcement the pioneer steam packet of the Company, the ST. PATRICK, was launched from the yard of Mr. Thomas Wilson, Liverpool, at 10-30 a.m. on the 21st April following.

This event created quite a sensation in the town, as she was, if not the first steamer ever built in the port, certainly the finest specimen of ship-building craft up to that date constructed there. So great was the interest displayed that every wall and pier from which a view of the launch could be obtained was crowded with spectators. This steamer ran for about two years between various ports in England and Ireland, and having in that time established a reputation for speed and seaworthiness, she was purchased by a London Company to trade between London and Lisbon. She was replaced by a second ST. PATRICK, a vessel of 300 tons burthen and 120 h.p., built by Clarke and Nickson, Liverpool, and launched from their yard on the 19th August, 1825. In the interim between the dates of the launch of the first and second ST. PATRICK, the Company had built or purchased quite a number of steamers. They had also established themselves in Cork, and had built the premises situated on Penrose Quay, where to-day is carried on the business of the City of Cork Steam Packet Co., Limited.

The first three steamers employed by the St. George Co. in trading to and from Cork, were the LEE and SEVERN, both built in Liverpool in 1825 (the former for the Liverpool trade and the latter for the Bristol trade), and the SUPERB, built by Mr. William Evans, London.

The St. George Co. extended its operations with marvellous rapidity, until its steamers were to be found in almost every port in the United Kingdom, and in the chief ports of Holland, Denmark, and Russia. It owned several famous steamers, one of which, on the authority of Jeffry in “A Century of our Sea Story,” made the first steam voyage between Great Britain and Australia. This was the SOPHIA JANE, a vessel of 256 tons and 50 h.p., built by William Evans, London, and first employed between London Bridge and Gravesend. When first placed on this station, her owners were involved in an action at law to prove their right to navigate the river. They won their

## action from the Watermen’s Company, and soon the first Gravesend

Steam Ferry was started. The SOPHIA JANE plied on the Thames until 1828, when she began to make longer voyages, running for some months between Portsmouth and Plymouth, afterwards under the St. George flag, between Liverpool and Douglas (Isle of Man), later between London and Calais, and finally made her great voyage from England to Australia. She arrived at Port Jackson Heads in May, 1831, three months after leaving the Thames, thus making the first steam voyage between Great Britain and Australia, and the longest voyage under steam down almost to the fifties.

Unfortunately the management of the St. George Co. was not all that could be desired, and the late Mr. Ebenezer Pike, of Bessborough, Blackrock, County Cork, convened a meeting of the shareholders which was held at Cork on the 17th February, 1843. Prior to the meeting, Mr. Pike had forwarded to each shareholder a copy of a circular in which he proposed (_a_) to form a Company with a capital of £50,000 in 1,000 shares of £50 each; and (_b_) to build a new steamer of 500 to 600 tons burthen and 300 h.p.

The circular was discussed at the meeting, but no definite decision was arrived at. Mr. Pike, however, did not allow the matter to rest. In October following, so far as Cork was concerned, the title “St. George” was dropped, and the title “City of Cork Steamship Co.” (afterwards shortened to “Cork Steamship Co.”) was adopted in its stead. Mr. William Wilson, the founder of the firm of Wilson, Son & Co., was the first general manager at Cork, and Mr. McTear the Liverpool agent. Nor did Mr. Pike abandon the idea of the new steamer, for on the 26th September, 1843, Messrs. Thomas Vernon & Son built to his order the steamship NIMROD.

The following year the Company was virtually re-constructed, and the Cork Steamship Co. was formed with a capital of £170,000, in 1,700 shares of £100 each. The first Directors were, Messrs. Ebenezer Pike, John Gould, James Connell, Joseph Hayes, and William Lane, all merchants belonging to Cork.

At the date of the re-construction of the Company, the St. George Steam Packet Co. owned about 20 steamers. Most of them were disposed of to various buyers, the new management retaining seven, viz., the LEE, SEVERN, TIGER, JUPITER, VICTORY, OCEAN, and SIRIUS.

The LEE and SEVERN have already been referred to. The TIGER was a steamer of 389 tons, built at Hull in 1838. She was 156 feet long, by 26 feet beam, and 18 feet deep. She was rigged as a two-masted schooner and had a tiger figurehead. Originally she was intended for the St. George Hull and Hamburg service; was taken over by the Cork Steamship Co. in 1844, and sold by them in 1851 to London buyers.

The JUPITER was a vessel of 360 tons, built at Greenock in 1835. Transferred to the Cork Steamship Co. in 1844, and sold by them to London buyers in 1847.

The VICTORY was a Liverpool built steamer of 256 tons, built in 1832. The Cork Steamship Co. did not retain possession of her long, but sold her in 1846 to the Malcomsons of Waterford, who employed her in their Limerick and London service.

[Illustration: Mr. EBENEZER PIKE, J.P. (late Chairman Cork Steamship Co.).]

The OCEAN was a steamer of 300 tons, her principal dimensions being 154 by 22 by 15. She was built on the Mersey in 1836, and in 1838 made a record passage from Liverpool to Cork in 23 hours. She was intended for the general Coasting Service of the St. George Co., and had the honour of acting as tender to her more famous sister-ship the SIRIUS, on the occasion of the latter’s historic voyage to New York. Six years later when she had become the property of the Cork Steamship Co., she rendered valuable service to the Steampacket VANGUARD, belonging to the Dublin and Glasgow Steam Packet Co. During a gale on the 14th December, 1844, the VANGUARD, inward bound with a valuable cargo and a number of passengers, was forced on to the rocks about a quarter of a mile inside of Roche’s Point Lighthouse. This occurred about 4 a.m., and soon afterwards the OCEAN, inwards from Bristol to Cork, passed the spot. The VANGUARD’s signals of distress were noticed, and the Captain of the OCEAN (Caldbeck), in spite of the heavy sea that was running, at once launched his boats, and succeeded in rescuing the VANGUARD’s passengers. The steamer was afterwards towed off the rocks and taken to Passage for repairs. The OCEAN continued in the service of the Cork Steamship Co. until 1853, when she was purchased by the Chester and Holyhead Railway Co. The remaining steamer transferred from the St. George Co., was the famous SIRIUS. The SIRIUS was built in 1837 by Menzies & Co., Perth, and engined by J. Wingate & Co., Glasgow; and cost £27,000. Her length was 208 feet, her breadth 25 feet, and her depth 18 feet. She had two masts and one funnel, and a dog figure-head, holding between the fore-paws a star, representing the dog-star Sirius, after which the vessel was named. On the occasion of her memorable voyage to New York, she sailed from London on the 28th March, 1838, under the command of Lieut. Richard Roberts, R.N., and called at Cork Harbour to coal and to embark the mails and passengers. The OCEAN arrived from Liverpool on the 3rd April with mails and passengers to be transferred to the SIRIUS. Next morning at 10 o’clock the SIRIUS got under way, being accompanied as far as the entrance to the harbour by the OCEAN. There, a brief stoppage was made while the OCEAN went alongside the SIRIUS to bring off a number of ladies and gentlemen who had been permitted to accompany their friends thus far, the steamers exchanged salutes, and then the SIRIUS continued her course, being watched with keen interest until she disappeared beneath the horizon. She arrived at New York at 10 p.m. on the 22nd April, and thus brought to a successful termination the first voyage ever made by a passenger steamer from Europe to America. She made two Trans-Atlantic voyages, and afterwards returned to the Home and Continental Services. When she became the property of the Cork Steamship Co. she was employed in the Glasgow, Dublin and Cork Service, in which she continued until 1847. On the evening of the 15th June of that year, she sailed from Dublin to Cork with a general cargo, and forty passengers. All went well until 4 a.m. on the 16th, when she encountered a dense fog, and went on the rocks in Ballycotton Bay. Twelve passengers and two seamen were unfortunately drowned by the capsizing of a boat which had been launched, but the rest of the passengers and crew were saved by means of a rope which was passed from the ship to the shore. The vessel itself went to pieces on the 22nd June.

[Illustration: SIRIUS P. S. Cork Steamship Co.]

Nearly all the steamers retained by the new management were sold to various owners within a few years from the reconstruction of the Company, and new and more powerful vessels substituted for them. The first of these, the NIMROD, was the first iron steamship owned in Cork. She was built by Thomas Vernon & Son, Liverpool, to Mr. Pike’s order in 1843, and was 177 feet long, 25 feet beam, and 16 feet deep. Her tonnage was 583 tons, and she had two masts, a clipper bow, and a huntsman (Nimrod) figurehead.

The AJAX, a vessel of about 600 tons, was added in 1845, and the PREUSSISCHER ADLER, of 563 tons, also built in 1845, was purchased by the Company. The latter steamer was designed as an armed yacht for the late King of Prussia. She was built at Liverpool, and cost £32,000. She was a broad-beamed paddle-boat, having a beam of 28 feet, her length being 185 feet, and her depth 17 feet. She was rigged as a two masted schooner, with a cutwater, an eagle figurehead. The Company, after purchase, added to her length, and for this purpose placed her in the Rushbrook Dry Dock, Cork, belonging to the Channel Dry Docks and Engineering Co.; the PREUSSISCHER ADLER being the first steamer to enter this dock. As originally designed her paddle-boxes were so constructed as to be capable of being turned down over her sides, in order that two large swivel guns which she carried on deck, might have a free range all round.

She remained in the service of the Company until 1884, when she was broken up in London.

In 1846 Messrs. R. and J. Lecky, of Cork, built a small screw steamer to the order of the Cork Steamship Co. She was named the BLARNEY, and was only 118 feet long, 19 feet broad, and 11 feet deep. Notwithstanding her diminutive size, she ran for a number of years between Liverpool and Havre, and was eventually sold to a Liverpool firm in 1854. It is noteworthy that the BLARNEY was the first cross-channel steamer built in Cork by R. & J. Lecky, and was the first screw steamer built for the Cork Steamship Co.

The year 1850 saw the Cork Steamship Co. involved in the most serious struggle which probably ever occurred in the coasting steamship trade. It began by the City of Dublin Co., at the solicitation of the Waterford and Kilkenny Railway Co., running opposition steamers to Waterford. The City of Dublin Co., in addition to their Liverpool and Dublin Service, had maintained for many years a regular service of steamers between Liverpool and Belfast. Mr. Joseph Malcomson (Waterford Steamship Co.) was a Director of the Cork Steamship Co., and his firm had a large financial interest in that Company. It was, therefore, to be expected that these two Companies would form staunch allies in any struggle, the more so, when the City of Dublin Co., in conjunction with the British and Irish Steampacket Co., extended the opposition to Cork. The Cork and Waterford Steamship Companies carried the war into their opponents’ territory. They put a steamer on the station between London and the South and East of Ireland once a week, between Liverpool and Belfast twice a week, and between Liverpool and Dublin, daily. The City of Dublin Co. offered to make contracts with merchants in Cork and Waterford, undertaking to carry their traffic freight free for three months, in response to which the Waterford Co. threatened to place two steamers on the Holyhead and Dublin station in conjunction with the Chester and Holyhead Railway Co.

The struggle between the various companies was fiercely maintained for over twelve months, until in April, 1851, upon the suggestion of Mr. Malcomson, an interview took place between a Director of the City of Dublin Steam Packet Co. and himself (as representing the Cork and Waterford Companies), at which meeting the companies concerned arrived at an amicable basis of settlement.

In this settlement the City of Dublin Co. agreed to transfer their Liverpool and Belfast service to the Cork Steamship Co. This arrangement held good until 1854. On the 14th January of the year named a deputation from the Cork and Belfast Companies met in Dublin. There were present, Mr. Pike (Managing Director) and Mr. Glover (Secretary), of the Cork Steamship Co.; Mr. W. R. S. Lepper (Chairman) and Mr. Valentine, of the Belfast Co. The meeting was conducted in a most friendly manner, and it was arranged that the TELEGRAPH (Belfast Co.’s steamer) should be at once withdrawn from the Liverpool and Cork service, and the MINERVA (Cork Co.’s steamer) from the Liverpool and Belfast service. The year 1854 witnessed a great stream of emigrants from Cork. According to a paragraph in the “Cork Constitution” of that date:—

“On Saturday, 1st April, the MINERVA left with 467 adult emigrants, 79 children, and 8 infants, besides other passengers. The vessel was so crowded she had to leave 200 passengers behind. The NIMROD leaves every Wednesday, and is freighted with emigrants to a similar extent. This continual stream of emigrants has been going on for a considerable time.”

While the war cloud was gathering over Europe, which in bursting produced the Crimean War, the Cork Steamship Co. had on the stocks a steamer, afterwards named the CORMORANT. In the equipment of this steamer a novel feature had been introduced, viz., iron masts. These masts, of which she carried three, were exceptionally tall and graceful, and so well buckled that not a joint was visible. The whole appearance of the vessel was so smart that she excited general admiration, and was selected by the Government as a transport. While she was lying at Portsmouth, after the embarkation of the 13th Lancers for the seat of war, Her (late) Majesty Queen Victoria, accompanied by the Prince Consort, came on board to inspect her before sailing. After inspecting the troopers’ quarters, and admiring some of their horses, Her Majesty discovered that the ship’s masts were not wood but iron. She was so impressed with their graceful appearance that she gave instructions for full particulars of them to be taken by the Dockyard officials.

Two other steamers of the Company—the DODO (nicknamed the rolling Dodo) and the ALBATROSS—were also engaged by the Government as transports. At the Crimea, as well as at home, the CORMORANT’s masts excited great interest. One day a Turkish Admiral came on board, and a quartermaster was told off to show the distinguished visitor round the ship. The Admiral came to the mainmast, examined it, tapped it, and turning to his attendant, said:—

“I-ron?”

“Yes, your Excellency.”

“Sō-lid?”

“No, you blithering fool; it’s hollow,” was the reply, except that the adjective used was more forcible than the one we have given.

Amongst the vessels which were at the Crimea at this time was an American schooner, the captain of which was very proud of his craft, and was continually boasting of her beauty and of the lofty masts she carried. He “challenged creation to find her ditto.” One day when he was boasting in his usual strain, Captain Byrne, who was present, said quietly, “What might the height of your masts be, captain?” “Every inch of 90 feet, I guess,” replied the American. “Well,” said Captain Byrne, “I can show you a ship with taller masts than that.” “Where?” “In this harbour, on my ship.”

To settle the dispute the two captains proceeded to the CORMORANT. Now it must be confessed that the CORMORANT’s masts had not been scraped for some time, and were so streaked with paint and grease that they might easily be mistaken for pine. The American captain came to the foot of the mainmast and looked up. “Great Cæsar! What height do you call that?”

“120 feet,” replied Captain Byrne.

“Is it all one piece?” asked the other.

“There’s not a splice in it from heel to truck,” was the reply.

“I calculate that timber was raised in Oregon,” said the American.

“No, it was not.”

“Well, do tell, where did it grow?”

“That, sir,” quoth Captain Byrne, “was raised in Cork.”

A collision occurred on the 10th July, 1866, resulting in the total loss of H.M.S. AMAZON and the Cork steamship OSPREY, with a number of passengers, chiefly ladies. The OSPREY was outward bound from Liverpool to Antwerp, with a general cargo. She was under the command of the late Captain Bertridge, and carried a crew of 14 hands. When off Portland, at 1 o’clock in the morning, the look-out reported a steamer approaching, which proved to be H.M.S. AMAZON. By a fatal error of judgment (for which he was dismissed the service) on the part of the officer in command, the AMAZON crashed into the OSPREY. While the vessels were locked together the crew of the Cork steamer scrambled over the bows of the man-of-war, leaving to Captain Bertridge the task of saving his family (who were on board) and passengers. These he placed in one of the boats belonging to the OSPREY, cut the lashings, and had barely done so when his steamer sank, dragging the boat into the whirlpool as it sank, and drowning all in it, except the captain and one passenger. The captain’s wife had previously jumped into the sea from the boat, and was rescued and taken on board the AMAZON. The latter vessel was so injured by the collision that she also sank about four hours later, but all on board took to the boats and were landed at Torquay.

About this period the question of the Company’s house-flag began to be agitated. The CORMORANT, under Captain Croft, was lying at Penrose Quay, with her house-flag floating from the masthead. A section of the Channel Fleet happened to be in port at the time, and Captain Croft was surprised to receive a message from the Admiral commanding, asking why the CORMORANT was flying his (the Admiral’s) flag. Captain Croft replied that the flag he carried had been his Company’s house-flag for the last twenty years, and of his Company’s predecessor for over twenty years before that. To this the Admiral very courteously replied that he personally would not interfere with the use of the flag, but that as the Government had adopted it as an Admiral’s flag, it was possible that some difficulties might arise later.

[Illustration: RISSA S.S. Cork Steamship Company.]

The question of the flag was next raised at Bussorah, in the Persian Gulf, on the 7th November, 1882. The DOTTEREL had finished loading, and was getting ready for sea, when a message came from H.M.S. DRYAD, which was in the roadstead, asking why the DOTTEREL dared to carry the Admiral’s flag, and stating it must be pulled down at once.

“Tell your commander,” said Captain Dobson, “that that flag is my Company’s house-flag, and that I will not lower it without instructions from my owners.”

The boat went back with this message, and Captain Dobson immediately sent a man aloft to grease the backstays and the masthead, having first nailed the flag to it.

In a short time the boat returned with a petty officer, whose instructions were, if the master of the DOTTEREL did not lower the flag, he was to send one of his men aloft to do so. “All right,” said Captain Dobson. “I shan’t pull my flag down; you can do what you please.” The officer turned to his men and gave his orders. One tar after another tried to shin up the mast without success, and after several attempts the officer had to return and report the failure of his mission, and the DOTTEREL proceeded to sea.[24]

The commander of the man-of-war having reported to the Admiralty, a correspondence ensued between that Department of the Government and the Cork Steamship Co., resulting in the Company placing a blue star in the centre of the St. George’s Cross on a white ensign, which now constitutes the distinguishing house-flag of that Company.

In 1871 the business of the Cork Steamship Co. had increased to such an extent, it was considered desirable to separate the coasting from the foreign services, and to form two distinct companies. This was accordingly done, the former being registered under the title of the City of Cork Steam Packet Co., Ltd., and the latter under the style of the Cork Steamship Co., Ltd. Mr. Ebenezer Pike died in the year 1883, and was succeeded by his son, Mr. Joseph Pike, of Dunsland, co. Cork, as Chairman and Managing Director of the Company.

When the Manchester Ship Canal was opened in 1894, one of the first foreign trading steamers to pass through the canal was the IBIS, belonging to the Cork Steamship Co. The Cork Steamship Co.’s steamer LESTRIS was the first steamer to enter Flushing Docks on the 8th September, 1873, being locked in with the King of Holland’s yacht.

[Illustration: Mr. JOSEPH PIKE, J.P., D.L., Chairman Cork Steamship Co.]

The later years of the Company have been unproductive of historical incidents, perhaps not altogether to the regret of the shareholders. The older steamers have been disposed of from time to time, and replaced by modern steamers of larger tonnage and greater power. Instead of steamers of 500 to 600 tons, the fleet at the present time (1903) consists of 16 powerful vessels, varying from 1,000 to 2,400 tons.

FOOTNOTES:

[24] Another account which bears the stamp of authority states that Captain Dobson did not carry off his flag in the manner stated. He lowered it under protest, and it was carried on board the man-of-war, but afterwards returned to the Company, and is now retained at the Head Office, Cork.

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