THE DUBLIN AND BELFAST LOCKOUT
Larkin’s famous speech to workers
Hard work up to 17 hours every day
Dublin police attack a workers rally in O’Connell Street
Troops take a break
Terrible conditions, low wages and long hours of work. That was the norm for many Irish workers at the turn of the 20th century. In 1907, James Larkin, a former Liverpool docker, was sent to Belfast as leader of the National Union of Dock Labourers. Larkin organised a strike of dock and transport workers and urged other workers to strike in support of those who were. The Belfast strike was largely successful, but because of Larkin’s controversial actions, he was sent to Dublin. Dublin employers ‘blacklisted’ any workers who were thought to be involved in any organisation that attempted to set up any form of union. The NUDL did not want to have an industrial dispute with the employers but Larkin nevertheless set about the organisation of unskilled workers. For this he was suspended from the NUDL. Larkin left the NUDL and set up another organisation, the Irish Transport and General Workers Union. This union was made up of both skilled and unskilled workers. The ITGWU was also established in Belfast and many other Irish cities, where general strikes were called. The first few strikes were unsuccessful until about 1911 when the membership had risen to 10000 workers. Alarm bells started to ring with employers because of the popularity gained by Larkin’s ITGWU. In 1910, James Connolly joined the ITGWU and became the Belfast organiser, forming the Irish Labour Party with Connolly in 1912. In 1913, William Murphy, chairman of the Dublin United Tram Company, along with many other employers decided to respond to the rise of trade union activities. Murphy was totally against Larkin and his attempt to unionise his workers, dismissing over 300 workers because of their involvement with Larkin. The following strike was the most severe in Irish history with workers being locked out in favour of blackleg workers from Britain. Guinness was at that time the biggest employer in Dublin, but refused to join Murphy and lock out employees. He sent money to the Employers Fund asking in return that his own workers would not strike. Only six did, and were dismissed. As many of Guinness’ workers were ITGWU members, Larkin asked for the six to be reinstated. This request was refused. Strikers intimidated strike breakers and were baton charged by the Dublin Police. A police attack on strikers in O’Connell street led to two deaths and many injuries. This attack was said to be in response to an appearance by James Larkin and the day became known as ‘Bloody Sunday’. Alice Martin, who was bringing a food parcel to her family that was given to her by the ITGWU, was shot dead by a strike breaker. Connolly and Larkin set up the Irish Citizens Army to protect strikers from such attacks. The lockout meant severe hardship for thousands of workers and their families. Larkin and Connolly tried to get British workers to strike in sympathy without success. Meanwhile back in Dublin and Belfast, starving families were the reason that many workers were forced to return to work, pledging not to be members of any union. Many businesses went bankrupt during the dispute and the ITGWU was severely criticised for it’s actions and was further diminished when Larkin went to America and Connolly was executed for his part in the Easter Uprising. Although the actions of the workers did not get them any better conditions or pay, the way forward was paved and the ITGWU (now SIPTU) continues to help secure the rights of workers and their families.
Mayhem in the harbour
Overturned carts in city streets
An employer poses with his workers
Some recognition for years of toil
THE HEAD LINE
Waring Street office
Head Line House Flag
Victoria Street office
A Brief History of the Head Line The Ulster Steamship Company was registered in Dublin on 25 August 1877 with offices at Ulster Chambers, Waring Street Belfast. About 1917, the Company purchased 10-14 Victoria Street and the building was named “Head Line Buildings”.
Torr Head 1961-1972
The first vessel was the ‘Bickley” which was purchased for £12000 and soon a new vessel, the ‘Fair Head’, was built by Harland and Wolff at a cost of £20000. Both vessels were placed under the management of G Heyn & Sons, as were all future vessels. The ‘Fair Head’ was the first vessel constructed at Belfast for local owners and the first to have the name of an Irish Headland. These Headlands, Torr, Rathlin, Carrigan, Malin, Ramore etc., became the names for all Company vessels earning it the alternative name of ‘Head Line’.
Carrigan Head 1958-1972
The Company funnel markings were the Red Hand of Ulster on a white shield, mounted on a black funnel. The white shield was edged with a “St Patrick’s Blue” ribbon. The Red Hand was the left hand and not the right, as shown on the Ulster Flag.
Ballygally Head 1954-1968
The Carrigan Head was the first vessel of the 20th century and the Company had already increased its ‘cargo’ by carrying passengers, although only a few to save the extra cost of having to have more lifeboats as was a statutory requirement if carrying more than 12. During the early part of the 20th century, some vessels flew the Irish Flag, a harp depicted on a green field with the Union Flag in the top left corner. The Irish Flag led to some trouble at Galveston prompting the fireman of the ‘Howth Head’ co compose the famous verses, “The Irish Skipper”.
Dunmore Head 1949-1953
The Head Line suffered many losses, the most serious peacetime loss being the ‘Horn Head’ which disappeared in the North Atlantic, with all 27 crew, in October 1893. Both wars saw the Head Line suffer more losses, mostly by the cat and mouse games played by the German Uboats in the icy North Atlantic, an account of one of these horrific incidents is recalled in “The Sinking of the Kenbane Head” by local author Sam McAughtry.
Ramore Head 1891-1924
Once again, peacetime saw the Company prosper and rebuild it’s fleet. In 1953 the ownership of the Head Line Buildings was transferred to G Heyn & Sons and the first vessel with the navigation and accommodation superstructure aft, the ‘Ballygally Head’ was built in Holland and soon proved very economical. 3 years later the same shipyard built the second ‘Fair Head’ but almost twice the size as the ‘Ballygally’ with all the superstructure amidships, thus reverting to the profile of the older vessels.
Teelin Head 1883-1918
When the Great Lakes were opened to deep-sea trade, the Head Line was one of the first Companies to establish a service through the Welland Canal prior to the opening of the St Lawrence Seaway. Once the Seaway opened larger vessels were able to reach ports such as Chicago. and the Head Line ordered another vessel, the ‘Torr Head’. January 1965 saw the last ship of the fleet built, the ‘Inishowen Head’ which was soon to be converted into a container ship to suit changing technology which finally led to the demise of the general cargo vessels.
Fanad Head 1917-1939
Sadly, long gone are the days when Head Line ships lined the quays of Belfast docks, providing much needed employment, both on board for local Seafarers, and ashore for local Deep-Sea Dockers.
Inishowen Head 1965-1973
JOHN KELLY LTD ‘Kelly’s Coal Boats’
John Kelly letterhead 1933 A Brief History of the “Kelly Boats” Samuel Kelly from Ballinderry, set up his business on Queen’s Quay in 1840 as a grocer and coal merchant. He bought his first ship the ‘Brigantine William’ of 108 gross tonnes in 1861. Samuel died in 1887 and control of the business passed to his son, John. The fleet prospered under John bringing coal to Ireland for other merchants as well as for his own Company. Ballyloran
Ballyrush
Ballyhill
The ships’ colours were a black funnel with red, white and blue bands, and a large black K on the white band. There had been little change to the funnel design in 100 years. In 1911, Kellys became a limited company with a capital of £50,000. Rival firms soon became absorbed by John Kelly Limited resulting in the company becoming the most prominent coal importer and distributor in Ireland. “Kelly’s Coal Boats” had become a household name in many coastal towns, transporting coal throughout the ports of the British Isles and Europe. Many a local lad started his seagoing career with a “pierhead jump” on a ‘Kelly Boat’.
Balllymoney
Ballykelly
Ballykinlar
Ballylumford