Extracted from A Chapter in "Men of Invention" by Samuel Smiles. By Sir Edward Harland.
An advertisement appeared in the papers for a manager to conduct a shipbuilding yard in Belfast. I made enquires as to the situation, and eventually applied for it. I was appointed and entered upon my duties there at Christmas, 1854. The yard was a much larger one than that on the Tyne and was capable of great expansion. It was situated on what was then well known as the Queen’s island; but now, like the Isle of Dogs, it has been attached by reclamation. The yard, about four acres in extent, was held by lease from the Belfast Harbour Commissioners. It as well placed, alongside a fine patent slip with clear frontage, allowing of the largest ships being freely launched. Indeed the first ship built there, the "Mary Stenhouse" had only just been completed and launched by Messrs Robert Hickson and Co. then the proprietors of the undertaking. They were also the owners of the Eliza Street Iron Works, Belfast, which were started to work up old iron materials. But as the works were found to be unremunerative, they were shortly afterwards closed.
On my entering the
shipbuilding yard, I found the firm had an order for two large sailing ships.
One of these was partly in frame; and I at once tackled with it and the men. Mr
Hickson, the acting partner, not being practically acquainted with the business,
the whole proceeding connected with the building of the ships devolved upon me.
I had been engaged to supersede a manager summarily dismissed. Although he had
not given satisfaction to his employers, he was a great favourite with the men.
Accordingly my appearance as manager in his stead was not very agreeable to the
employed. On inquiry, I found that the rate of wages paid was above the usual
value, whilst the quantity of as well as quality of the work done were below
standard. I proceeded to rectify these defects, by paying the ordinary rate of
wages, and then by raising the quality for work done. I was met by the usual
method - a strike. The men turned out, they were abetted by the form manager;
and the leading hands hung about the town unemployed in the hope of my throwing
up the post in disgust.But, nothing daunted; I went repeatedly over to the Clyde for the purpose of enlisting fresh hands. When I brought them over, however in batches, there was the greatest difficulty in inducing them to work. They were intimidated, or enticed or feasted, and sent home again. The late manager had also taken a yard on the other side of the river, and actually commenced to build a ship, employing some of his old comrades; but beyond laying the keel, little more was every done. A few months after my arrival, my firm had to arrange with its creditors, whilst I pending the settlement, had myself to guarantee the wages to a few of the leading hands, whom I had only just succeeded in gathering together. In this dilemma, an old friend, a foreman on the Clyde, came over to Belfast to seem me. After hearing my story, and considering the difficulties I had to encounter, he advised me at once to "throw up the job"! My reply was that "having mounted a restive horse, I would ride him into the stable".
Notwithstanding, the advice of my friend, I held on. The comparatively new men in the works, as well as those out, no doubt observed my determination. The obstacles were no doubt great; the financial difficulties extreme; and yet there was a prospect of profit from the work in had, provided only the men could be induced to settle steadily down to their ordinary employment, I gradually gather together a number of steady workmen, and appointed suitable foreman; I obtained a considerable accession of strength from Newcastle. On the death of Mr Toward his head foreman, Mr William Hanston, with a number of the leading hands, joined me. From that time forward the works went on a pace; and we finished the ships in hand to the perfect satisfaction of the owners.
Orders were obtained for several large sailing ships as well as screw vessels. We lifted and repaired wrecked ships, to the material advantage of Mr Hickson, then the sole representative of the firm. After three years thus engaged, I resolved to start somewhere as a shipbuilder on my own account. I made inquiries at Garston, Birkenhead and other places. When Mr Hickson heard of my intentions, he said he had no wish to carry on the concern after I left, and made a satisfactory proposal for the sale to me of his holding of the Queen’s Island yard. So I agreed to the proposed arrangement. The transfer and the purchase were soon completed, the through the kind assistance of my old and esteemed friend Mr G.C.Schwabe of Liverpool; whose nephew Mr G.W.Wolff, had been with me for a few months as my private assistant.
It was necessary, however, before commencing for myself that I should assist Mr. Hickson in finishing off the remaining vessels in hand, as well as to look out for order on my own account. Fortunately I had not long to wait; for it had so happened that my introduction to the Messrs Thomson of Glasgow had been made through the instrumentality of my good friend Mr. Schwabe who induced Mr. James Bibby (of James Bibby & Co. of Liverpool) to furnish me with the necessary letter. While in Glasgow, I had endeavoured to assist the Messrs. Bibby in the purchase of a steamer; so I was now intrusted by them with the building of the three screw steamers - "The Venetian", "Sicilian" and "Syrian" each 270 ft. long, by 34 feet beam, and 22 feet 9 inches hold; and contracted with Macnab and Co., Greenock to supply the requisite steam-engines.
This was considered a large order in those days. It required many additions to the machinery, plant and tools of the yard. I invited Mr Wolff then away in the Mediterranean as engineer of a steamer, to return and take charge of the drawing office. Mr Wolff had served his apprenticeship with Messrs Joseph Whitworth and Co. of Manchester and was a most able man, thoroughly competent for the work. Everything went on prosperously; and, in the midst of all my engagements, I found time to woo and win the hand of Miss Rosa Wann, of Vermont, Belfast, to whom I was married on the 26th of January, 1860, and by her great energy, soundness of judgement, and cleverness in organisation, I was soon relieved from all sources of care and anxiety, excepting those connected with business.
The steamers were completed in the course of the following year, doubtless to the satisfaction of the owners for the delivery was immediately followed by an order for two larger vessels. As I required frequently to go from home, and as the works must be carefully attended to during my absence, on the 1st of January, 1862, I took Mr. Wolff in as a partner; and the firm has since continued under the name of Harland and Wolff.
I may here add that I have throughout received the most able advice and assistance from my excellent friend and partner, and that we have together been enabled to found an entirely new branch of industry in Belfast.
It is necessary for me here to refer back a little of a screw steamer, which was built on the Clyde for Bibby & Co. by Mr. John Read and engined by J & G. Thomson wile I was with them. That steamer was called the "Tiber". She was looked upon as of an extreme length being 235 feet, in proportion to her beam, which was 29 feet. Serious misgivings were thrown out as to whether she would ever stand a heavy sea. Vessels of such proportions were thought to be crank and even dangerous. Nevertheless, she seemed to my mind a success. From that time, I began to think and work out the advantages and disadvantages of such a vessel from the owners as from a builder’s point of view. The result was greatly in favour of the owner. Though entailing difficulties in construction as regards the builder. There difficulties however, I thought might easily be overcome.
In the first steamers ordered of me by the Messrs Bibby, I thought it more prudent to simply build to the dimensions furnished, although they were even longer than usual. But, prior to the precise dimensions being fixed for the second order, I with confidence proposed my theory of the greater carrying power and accommodation, both for cargo and passengers of increased length, with out any increase of beam. I conceived that they would show improved qualities in a sea-way and that, not withstanding the increased accommodation, the same speed with the same power would be obtained, by only a slight increase in first cost. The result was, that I was allowed to settle the dimensions; and the following were decided upon: length, 310 feet; beam 34 feet; depth of hold, 24 feet 9 inches; all of which were fully compensated by making the upper deck entirely of iron.
In this way, the hull of the ship was converted into a box girder of immensely increased strength, and was I believe the first ocean steamer so constructed. The rig too was unique. The four masts were made of one continuous length, with fore and aft sails, but no yards, - thereby reducing the number of hands necessary to work them. And the steam winches were so arranged as to be serviceable for all the heavy hauls, as well as for the rapid handling of the cargo.
In the introduction of so many novelties, I was well supported by Mr F.Leyland, the junior partner of Messrs. Bibby’s firm, and by the intelligent and practical experience of Captain Birch, the overlooker, and Captain George Wakeham, the Commodore of the company. Unsuccessful attempts had been made many years before to condense the steam form the engines by passing it into various formed chambers, tubes, etc., to be there condensed by surfaces kept cold by the circulation of sea water around them, so as to preserve the pure water and return it to the boilers free of salt. Th this way, "salting up" was avoided, and a considerable saving of fuel and expenses in repairs was avoided, and a considerable saving of fuel and expenses in repairs was avoided. Mr Spencer had patented an improvement on Hall’s method of surface condensation by introducing India rubber rings at each end of the tubes. This had been tried as an experiment on shore, and we advise that it should be adopted on one of Messrs Bibby’s smallest steamers, the "Frankfort" .
The results were found perfectly satisfactory. Some 20% of the fuel was saved; and after the patent rights had been bought, the method was adopted in all the vessels of the company.
When these new ships were first seen at Liverpool, the "old salts" held up their hands. They were too long! They were too sharp! They would break their backs! They might indeed get out of the Mersey, but they would never get back! The ships however, sailed; and they made rapid and prosperous voyages to and from the Mediterranean. They fulfilled all the promises, which had been made. They proved the advantages of our new build of ships; and the owners were perfectly satisfied with their superior strength, speed and accommodation. The Bibby’s were wise men in their day and generation. They did not stop, but went on ordering more ships. After the "Grecian" and the "Italian" had made two or three voyages to Alexandria, they sent us an order for three more vessels. By our advice, they were made twenty feet longer than the previous ones, though of no greater beam; in other respects, they were almost identical. This was too much for "Jack". "What?" he exclaimed, "more Bibby’s coffins". Yes, more and more; and in the course of time, most shipbuilders followed our example.
To a young firm, a repetition of orders like these was a great advantage - not only because of the novel design of the ships, but also because of their constructive details. We did out best to fit up the " Egyptian", "Dalmatian" and "Arabian" as first rate vessels. Those engaged in the Mediterranean trade found them to be serious rivals, partly because of the great cargoes they carried, but principally from the regularity with which they made their voyages with such surprisingly small consumption of coal. They were not, however what "Jack" had been accustomed to consider "dry ships".
The ship built "Dutchman" fashion, with her bluff ends, is the driest of all ships, but the last steady, because she rises to every sea. But the new ships, because of their length and sharpness, precluded this; for they rose sufficiently to an approaching wave for all purposes of safety, they often went through the crest of it, and, though shipping a little water, it was not only easier for the vessel, but the shortest road.
Nature seems to have furnished us with the finest design for a vessel in the form of the fish: it presents such fine lines - is so clean, so true and so rapid in its movements. The ship however must float; and to hit upon the happy medium of velocity and stability seems to me the art and mystery of shipbuilding. In order to give a large carrying capacity to give flatness of bottom and squareness of bilge. This became known in Liverpool as the "Belfast bottom;" and it has been generally adopted. This form not only serves to give stability, but also increases the carrying power without lessening the speed.
While sailor "Jack" and out many commercial rivals stood aghast and wondered, out friends gave us yet another order for a still longer ship, with still the same beam and power. The vessel was named the "Persian"; she was 360 feet long, 34 feet bean, 24 feet 9 inches hold More cargo as thus carried, at high speed. It was only a further development of the fish form of structure. Venice was an important port to call at. The channel was difficult to navigate, and the "Venetian" class (270 feet long) was supposed to be the extreme length that could be handles there. But what with the straight stem, - by cutting the forefoot away, and by the introduction of powerful steering gear, worked amidships, - the captain was able to navigate the "Persian", 90 feet longer than the "Venetian", with much less anxiety and inconvenience.
Until the building of the "Persian", we had taken great pride in the modelling and the finish of the old style of cut-water and figurehead, with bowsprit and jib-boom; but in urging the advantages of greater length of hull, we were met by the fact of its being simply impossible in certain docks to swing vessels of any greater length than those already constructed. Not to be beaten, we proposed to do away with all these overhanging protuberances, and to adopt a perpendicular stem. In this way the hull might be made so much longer; and this was, I believe the first occasion of its being adopted in this country in the case of an ocean steamer; though the once celebrated Collins Line of paddle steamers had, I believe, such stems. The iron decks, iron bulwarks, and iron railings, were all found very serviceable in our later vessels, there being no leaking, no caulking of deck-planks or water ways, not any consequent damaging of cargo. Having found it impossible to combine satisfactorily wood with iron, each being so differently affected by the temperature and moisture, I secured some of these novelties of construction in a patent, by which filling in the spaces between frames etc. with portland cement, instead of chocks of wood and covering the iron plates with cement and tiles, came into practice and this has since come into very general use.
The "Tiber", already referred to, was 235 feet in length when first constructed by Read’s of Glasgow, and was then thought too long; but she was placed in our hands to be lengthened by 39 feet, as well as to have an iron deck added, both of which greatly improved her. We also lengthened the Messrs Bibby’s "Calpe". - Also built by Messrs Thomson while I was there - by no less than 93 feet. The advantage of lengthening ships, retaining the same beam and power, having become generally recognised; we were intrusted by the Cunard Company to lengthen the "Heck", "Olympus", "Atlas," and "Marathon" each by 63 feet. The "Royal Consort" P.S. which had been lengthened at Liverpool was again lengthened by us at Belfast.
The success of all this heavy work, executed for successful owners, put a sort of backbone into the Belfast shipbuilding yard. While other concerns were slack, we were either lengthening or building steamers as well as sailing ships for firms in Liverpool, London and Belfast. Many acres of ground were added to the works. The Harbour Commissioners had now made a fine new graving-dock, and connected the Queen’s Island with the mainland. The yard thus improved and extended was surveyed by the Admiralty, and paced on the first-class list. We afterwards built for the Government the gun vessels "Lynx" and "Algerian", as well as the store and torpedo ship "Hecla", of 3360 tons.
The Suez Canal now being open, our friends the Messrs Bibby gave us an order for three steamers of very large tonnage, capable of being adapted for trade with the antipodes if necessary. In these new vessels there was no retrograde step as regards length, for they were 390 feet keel by 37 beam square rigged on three of the masts with the yards for the first time fitted on travellers, as to enable them to be readily sent down; thus forming a unique combination of big fore- and -aft sails, with handy square sails. These ships were named "Isrian", "Iberian" and "Illyrian", and in 1869 they went to sea; soon after to be followed by three more ships - the "Bavarian" "Bohemian" and the "Bulgarian" - in most respects the same, though ten feet longer, with the same beam. They were first place in the Mediterranean trade, but were afterwards transferred to the Liverpool and Boston trade for cattle and immigrants. These with three smaller steamers for the Spanish cattle trade, and two larger steamers for other trades, made altogether twenty steam-vessels constructed for the Messrs. Bibby Sons & Co., and it was a matter of congratulation that, after a great deal of heavy and constant work, not one of them had exhibited the slightest indication of weakness - all continuing in first-rate working order.
The speedy and economic working of the Belfast steamers compared with those of the ordinary type having now become well know, a scheme was set on foot in 1869 for employing similar vessels , though of larger size, for passenger and goods accommodation between England and America. Mr T.H. Ismay of Liverpool, the spirited ship owner, then formed , in conjunction with the late Mr G.H. Fletcher, the Oceanic Steam navigation Company Limited; and we were commissioned by them to build six large Transatlantic steamers, capable of carrying a heavy cargo of goods, as will as a full complement of cabin and steerage passengers, between Liverpool and New York, at a speed equal if not superior , to that of the Cunard and Inman lines. The vessels were to be longer than any we had yet constructed, being 420 feet keel and 41 feet beam with 32 feet hold.
This was a great opportunity and we eagerly embraced it. The works were now up to the mark in point of extent and appliances. The men in our employment were mostly of our own training: the foremen had been promoted from the ranks; the manager, Mr W.H.Wilson, and the head draughtsman, Mr W.J.Pirrie (since become partners), having as pupils, worked up through all departments, and ultimately won their honourable and responsible positions by dint of merit only - by character and perseverance and ability. We were therefore in a position to take up an important contract of this kind, and to work it out with heart and soul.
As everything in the in the way of saving fuel was of first-rate importance, we devoted ourselves to that branch of economic working. It was necessary that buoyancy or space should be left for cargo, at the same time that increased speed should be secured, with as little consumption of coal as possible. The Messrs. Elder and Co of Glasgow, had made great strides in this direction with the paddle steam-engines which they had constructed for the Pacific Company on the compound principle. They had also introduced them on some of their screw steamers, with more or less success. Others were trying the same principle in various forms, by the use of high pressure cylinders, and so on; the form of the boilers being varied according to circumstances, for the proper economy of fuel. The first thing absolutely wanted was perfectly reliable information of the actual state of the compound engine and boiler up to the date of our enquiry. To ascertain the facts by experience, we dispatched Mr. Alexander Wilson, younger brother of the manager, who had been formerly a pupil of Messrs. Macnab and Co. of Greenock, and was thoroughly able for the work - to make a number of voyages in steam vessels fitted with the best examples of compound engines.
The result of this careful enquiry was the design of the machinery and boilers of the "Oceanic" and five sister ships. They were constructed on the vertical overhead tandem type, with five - feet stroke (at that time thought excessive), oval single ended transverse boilers, with a working pressure of sixty pounds. We contracted with Messrs. Maudslay Sons, and Field of London, for three of these sets, and with Messrs. George Forrester and Co. of Liverpool, for the other three, and as we found we could build the six vessels in the same time as the machinery was being constructed; and as all this machinery had to be conveyed to Belfast to be there finished, we built a little screw steamer, the "Camel" of extra strength, with very big hatchways, to receive these large masses of iron; and this in course of time, was found to work with great advantage, until eventually we constructed our own machinery.
We were most fortunate in the type of engine we had fixed upon for it proved both economical and serviceable in all ways: and with but slight modifications, were repeated it in the many subsequent vessels which we built for the White Star Company. Another feature of novelty in these vessels consisted in placing the first-class accommodation amidships, with the third -class aft and forward. In all previous ocean steamers, the cabin passengers had been berthed near the stern, where the heaving motion of the vessel was far greater than in the centre, and where that most disagreeable vibration inseparable from the proximity to the propeller was ever present. The unappetising smells from the galley were also avoided. And last, but not least, a commodious smoking-saloon was fitted up amidships, contrasting most favourably with the scanty accommodation provided in other vessels. The saloon, too, presented the novelty of extending the full width of the vessel, and was light from each side. Electric bells were for the first time fitted on board ship. The saloon and entire range of cabins were lighted by gas, made on board, though this has since given place to the incandescent electric light. A fine promenade deck was provided over the saloon, which was accessible from below in all weathers by the grand staircase.
These, and other arrangements, greatly promoted the comfort and convenience of the cabin passengers; while those in steerage found great improvements in convenience, sanitation and accommodation. "Jack" had his forecastle well ventilated and lighted, and a turtle back over his head when on deck, with winches to haul for him, and a steam-engine to work the wheel; while the engineers and firemen berthed as near their work as possible, never needing to wet a jacket or miss a meal. In short for the first time perhaps, ocean-voyaging, even in the North Atlantic, was made not only less tedious and dreadful to all, but was rendered enjoyable and even delightful to many. Before the "Oceanic", the pioneer of the new line was even launched, rival companies had already consigned her to the deepest place in the ocean. Her first appearance in Liverpool was therefore regarded with much interest. Mr Ismay suggested improvements and arrangements with a view to the comfort and convenience of the travelling public. He accompanied the vessel on her first voyage to New York in March, 1‘871, under the command of Captain, now Sir Digby Murray, Bart. Although severe weather was experienced, the ship made a splendid voyage, with a heavy cargo of goods and passengers. The "Oceanic" thus started the transatlantic traffic of the Company, with the house flag of the White Star line proudly flying on the main.
It may be mentioned that the speed of the "Oceanic" was at least a knot faster per hour than had been heretofore accomplished across the Atlantic. The motion of the vessel was easy without any indication of weakness or straining, even in the heaviest weather. The only inducement to slow was when going head to it (which often meant had through it), to avoid the inconvenience of shipping a heavy body of "green sea" on the deck forward. A turtle-back was therefore provided to throw it off, which proved so satisfactory, as it had done on the Holyhead and Kingstown boats, that all the subsequently vessels were similarly constructed. Thus, then, as with the machinery, so was the hull of the "Oceanic" a type of the succeeding vessels, which after intervals of a few months took up their stations on the Transatlantic line.
Having often observed, when at sea in heavy weather, how the pitching of the vessel caused the weights on the safety-valves to act irregularly, thus letting puffs of steam escape, at every heave, and as high pressure steam was too valuable a commodity to be so wasted, de determined to try direct-acting spiral springs, similar to those used in locomotives, in connection with the compound engine. But as no such experiment was possible in any vessels requiring the Board of Trade certificate, the alternative of using the "Camel" as an experimental vessel was adopted The spiral springs were accordingly fitted upon the boiler of that vessel, and with such a satisfactory result that the Board of Trade allowed the use of the same contrivance on all the boilers of the "Oceanic" and every subsequent steamer and the contrivance has come into general use.
It would be too tedious to mention in detail the other ships built for the White Star Line. The "Adriatic" and the "Celtic" ships were made 17 feet 6 inches longer than the "Oceanic" and a little sharper being 437 feet 6 inches keel, 41 feet beam and 32 feet hold. The success of the Company had been so great under the able management of Ismay, Imrie and Co. had they had secured so large a share of the passengers and cargo, as well as the mails passing between Liverpool and New York that it as found necessary to build two still larger and faster vessels - the "Britannic" and "Germanic": these were 455 feet in length 45 feet in the beam ; and of 5000 indicated horse power. The "Britannic" was in the first instance constructed with the propeller fitted to work below the line of the keel when in deep water, by which means the "racing " of the engines was avoided. When approaching shallow water, the propeller was raised by steam power to the ordinary position without any necessity for stopping the engines during the operation. Although there was an increase in speed by this means thought the heaviest sea yet there was an objectionable amount of vibration in certain parts of the vessel so we found it necessary to return to the
Ordinary fixed propeller working in the line of direction of the vessel. Comfort at sea is of even more importance than speed and although we had succeeded in four small mail steamers working on the new principle, it was found better to continue in the largest ships to resort to the established modes of propulsion. It may happen that at some future period the new method may yet be adopted with complete success.
Meanwhile, competition went on with other companies. Monopoly cannot exist between England and America. Our plans were followed; and sharper boats and heavier power became the order of the day. But increase in horsepower of engines means increase of heating surface and largely increased boilers, when we reach the vanishing point of profit, after which there is nothing left except speed and expense. It may be possible to fill a ship with boilers and to save a few hours in the passage from Liverpool to new York by a tremendous expenditure of coal, but with that will answer the purpose of any body of shareholders must be left for the future to decide. It is quite possible that recent "large strides" towards a more speedy transit across the ocean may have been made in the dark.
The last ships we have constructed for Ismay, Imrie and Co. have been of comparatively moderate dimensions and power - the "Arabic" and "Coptic", 430 feet long; and the "Ionic" and "Doric", 440 feet long, all of 2700 indicated horse power. These are large cargo steamers, with a moderate amount of saloon accommodation and a large a space for emigrants. Some of these are now engaged in crossing the Pacific, whilst others are engaged in the line from London to New Zealand; the latter being specially fitted up for carrying frozen meat.
Meanwhile, the building of new iron ships went on in the Queen’s Island" We were employed by another Liverpool company the British Shipowners Company Limited - to supply some large steamers. The "British Empire", of 3361 gross tonnage, was the same class of vessel as those of the White Star Line, but fuller, being intended for cargo. Though originally intended for the Eastern trade, this vessel was eventually placed on the Liverpool and Philadelphia line; and her working proved so satisfactory that five more vessels were ordered like her, which were chartered to the American Company.
The Liverpool agents, Messrs. Richardson, Spence, and Co. having purchased the Cunard steamer "Russia" sent her over to us to be lengthened 70 foot, and entirely refitted - another proof of the rapid change which owners of merchant ships now found it necessary to adopt in view of the requirements of modern traffic.
Another Liverpool firm, the Messrs. T&J .Brocklebank, of world wide repute for their fine East Indiamen, having given up building for themselves at their yard at Whitehaven, commissioned us to build for them the "Alexandria" and "Baroda" which were shortly followed by the "Kandahar" and "Tenasserim". And continuing to have a faith in the future of big iron sailing ships, they further employed us to build for them two of yet greater tonnage, the "Belfast" and the "Majestic". Indeed, there is a future of sailing ships, notwithstanding the recent development of steam power. Sailing ships can still hold their own, especially in the transport of heavy merchandise for great distance. They can be built more cheaply than steamers; they can be worked more economically, because the require no expenditure on coal, nor on wages of engineers; besides the space occupied in steamers by machinery is entirely occupied by merchandise, all of which pays its quote of freight. Another thing may be mentioned: the telegraph enables the fact of the sailing of a vessel, with its cargo on board , to be communicated from Calcutta or San Francisco to Liverpool, and from that moment the cargo becomes as marketable as if it were on the spot. There are cases, indeed , where the freight by sailing ship is even greater than by steamer, as the charge for warehousing at home is saved, and in the meantime the cargo while at sea is negotiable.
We have accordingly, during the last few years, built some of the largest iron and steel sailing ships that have ever gone to sea. The aim has been to give them great carrying capacity and fair speed, with economy of working; and the use of steel, both in the hull and the rigging, facilitates the attainment of both these objects. In 1882 and 1883, we built and launched four of these steel and iron sailing ships - the "Walter H. Wilson", the "W.J.Pirrie," the "Fingal" and the "Lord Wolsey" each of nearly 3000 ton register, with four masts, - the owners being Mr Lawther , of Belfast; Mr Martin of Dublin and the Irish Shipowners Company.
Besides these and other sailing ships, we have built for Messrs. Ismay, Imrie and Co. the "Garfield", of 2347 registered tonnage; for Messrs. Thomas Dixon and Son the "Lord Downshire" (2322); and for Messrs. Bullock’s Bay Line, the "Bay of Panama" (2365)
In 1880 we took in another piece of the land reclaimed by the Belfast Harbour Trust; and there in close proximity to the ship-yard, we manufacture all the machinery required for the service of the steamers constructed by our firm. In this way we are able to everything "within ourselves"; and the whole land now occupied by the works comprises about forty acres, with ten building slips suitable for the largest vessels.
It remains for me to mention a Belfast firm, which has done so much for the town. I mean the Messrs. J.P.Correy and Co., who have always been amongst our best friends. We built for them their first iron sailing vessel, the "Jane Porter", in 1860and since then they have never failed us. They successfully established their "Star" line of sailing clippers from London to Calcutta, all of which were built here. They subsequently gave us order for yet larger vessels, in the "Star of France" and the "Star of Italy" In all, we have built for that firm eleven of their well-known "Star" ships.
We have built five ships for the Asiatic Steam Navigation Company limited, each of from 1650 to 2059 tons gross; and we are now building for them two ships, each of about 3000 tons gross. In 1883 we launched thirteen iron and steel vessels, of a registered tonnage of over 30,000 tons. Out of eleven ships now building, seven are of steel,
Such is a brief and summary account of the means by which we have been enabled to establish a new branch of industry in Belfast. It has been accomplished simply by energy and hard work. We have been well supported by the skilled labour of out artisans; we have been backed by the capital and the enterprise of England we believe that if all true patriots would go and do likewise, there would be nothing to fear for the prosperity and success of Ireland.
Edward went on to amass a fortune, he possessed 100 shares worth £1080 each, was elected Member of Parliament for Belfast and owned fine houses in Ireland and London. After his death, the company was controlled by Lord Imrie who went on to develop Edward's ideas culminating in the ill fated Titanic.