North Sands

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THE
PAST AND PRESENT HISTORY
OF
THE NORTH SANDS SHIPYARDS
AND
THEIR SURROUNDINGS FROM 1823 TO 1891
BY
JOHN THOMPSON
ZETLAND STREET, MONKWEARMOUTH
————
All Rights Reserved
————
WILLIAM DUNCAN, PRINTER, YORK STREET, SUNDERLAND

TO
MR. JOSEPH LOWES THOMPSON
OF
ASHVILLE, MONKWEARMOUTH
————

This history of the North Sands Shipyards which I have just prepared has been a work of labour and love which I owe to you and your respective families. Since you and your late father have taken such a prominent part in the work thus described, and because you are almost the only survivors at the present date of all those who struggled to make this popular building place as it is at the present time, I therefore humbly ask the favour to be allowed to dedicate the work to you.

JOHN THOMPSON
November, 1891
 

NORTH SANDS SHIPYARDS
DURING THE PAST SEVENTY YEARS
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Our residential abodes have no doubt a wonderful history, often carrying us back to long years that are past. The wandering mechanic is struck with astonishment when, after an absence of a number of years from his native town, he returns to find long lines of streets sprung into existence, and the noisy and ceaseless whirl of traffic taken the place of the formerly quiet and peaceful hamlet. I believe I am right in saying that there are many persons, even in this enlightened age, who have no conception of the changes that are daily taking place, some even failing to notice the very nature of that which is occurring around their own homesteads. It is beyond my present purpose, however, to dwell on this subject, but at once to present to my readers some practical information on the subject selected — "North Sands shipyards during the past seventy years."

Time is often represented as a thief, as the following lines point out: —

"Time's a handbreadth, 'tis a tale.
'Tis a vessel under sail.
'Tis an eagle on its way,
Darting down upon its prey.
'Tis an arrow in its flight,
Mocking the all-pursuing sight,
'Tis a short-lived, fading flower,
'Tis a rainbow in a shower."

The North Sands on the Wear, we may safely affirm, has been for a long time celebrated for shipbuilding industry, ever taking the lead in everything connected with its interests, sounding the keynote in all changes that were likely to take place for the benefit of those on the upper part of the river.

My recollections can lead me to 1825, when the entire length of the North Sands was occupied by some of our finest builders. Beginning from the Sand Point to the Strand end, the first was Mr. John Storey, at the extreme point. His yard was perhaps the largest; he was known to have as many as four good-sized vessels on the stocks at one time, viz. the barque "Regalia", "Attalia," "Voyager," and "Captain Cook." They were fine specimens of the style of shipbuilding of that time. The two former were owned and designed by Mr. Robert Holt, of the Monkwearmouth Brewery, and laid down by him in the upper flat of the Brewery Malting. They were built under the management of Mr. John Mills. Adjoining was the yard occupied by Mr. James Crone, one of the heads of a long line of eminent shipbuilders on the North side. There still remains a descendant of that famous family, following the same line as his ancestors on the river. We have yet to learn the cause of the name being altered from Crone to Crown. About the same year that old veteran built three splendidly modelled brigs, the "Mary," "Twins," and "Cleaver," and shortly afterwards the yard was transferred to Messrs. Oliver & Harrison. The latter was previously connected with the ferry boats. During the years Mr. Frank Oliver and his partner, Mr. John Harrison, held possession of this fine yard (for it was no doubt the best yard on the Sands at this time) they built some fine ships, not to be surpassed either for form or quality, chiefly for the coasting trade. The latter was very singular in his manner of expression to those who did not understand this eccentric man.

The adjoining yard was occupied at this date by Mr. James Allison, who belonged to an old Monkwearmouth family, he residing in Roker Avenue. His old residence, which is at present occupied as the Irish Literary Institute, was then kept up in grand style. There was a public roadway leading from the main road at the North end of the Sands between those two yards. Mr. Allison is another of the same class of builders who had the fame of constructing some fine specimens of the wooden fleet which were then the pride of the Wear, and amongst which were the "Henrietta" and "Cynthia." The first-named vessel took her name from a daughter of the family. About 1830 Mr. James Allison retired from shipbuilding, and took the North Quay Brewery, then vacant, caused by Mr. Robert Holt retiring to enter upon the shipbuilding yard at Jarrow, the late Mr. Robert Thompson accepting the management of that large concern, where he remained for some time.

The yard was taken over by another old Monkwearmouth veteran, the late Mr. Samuel Peter Austin, and his son, Samuel, the latter being the father to the present iron shipbuilder, Mr. S.P. Austin. This firm continued some years on the North Sands, building some fine ships, where they employed a large number of men and apprentices, and were celebrated not only for the smart style of their ships, but for the quality of their vessels. In 1846, Messrs. S.P. Austin & Son removed from the North Sands to the Panns Slipway. The adjoining yard at this early period was occupied by the Adamson family, who also in their early days belonged to Monkwearmouth. They remained in possession of this yard for a great number of years.

They also had another yard, just below the Bridge, on the opposite side of the Wear. They stood in the first class as builders, and were not to be excelled for the vessels they sent to all parts of the world. At this early period they built the brig "Peace," a very find model of the early style of shipbuilding. So good and sound were the materials used, and the nature of the work performed upon her, that, to the writer's knowledge, she was running up and down our coast in the coal trade until only a few years ago, and may even now be in existence.

Some few years afterwards the Adamsons removed from Sunderland to Birkenhead, near Liverpool. Mr. John Storey was induced to take the western portion of this yard, and only a small portion was left to the Adamsons. Eventually, Mr. Storey vacated the Sand Point yard, which was taken over by Mr. Henry Dobson. Mr. Storey, on his removal, acquired a small slice of the yard on the Strand side. Here he made a fine start in building a larger class of ships of superior quality, which were then in great demand. Other builders followed in the same direction. At the northern end there was a sawmill of large dimensions, a rare sight on the Wear at this period; unfortunately, its usefulness on the river was scarcely felt, for it took fire in 1828, was burnt to the ground, and never replaced again. Adjoining, on the west side, was the yard known now as the Strand Shipbuilding yard, and presently occupied by Messrs. John Crown & Co. The yard was only then of small dimensions, and was occupied by Mr. Byers, another representative of an old Monkwearmouth family. He carried on a fine business, chiefly building for the coasting trade. On the extreme Strand end of the Sands I must mention Mr. Oswald as having a small yard there. He built a small class of ships, one of the number was the smart, green-bottom brig "Zenith," a perfect model, and much admired; in fact, the ships sent from this yard were of splendid form and construction. The excellence of the work executed here was known throughout the Wear. Mr. Oswald continued here as a builder for many years. We now come to a more recent date, that of 1842 or 1843 when the

SCREW PROPELLER

was first introduced (as far as we know) into the Wear. The first harbinger of the change likely to take place was seen in a portion of the yard then occupied by Mr. Adamson, North Sands. A large wooden vessel, intended at first as an ordinary sailing ship, was being built by and for the late Mr. Ray, on the opposite side of the river. After the vessel had been advanced, he entertained the idea that she could be conveniently converted to a steam ship. Accordingly, if I am rightly informed, Mr. R. Thompson, then a young man, was engaged, in connection with the late Mr. Thomas Rowntree and Mr. John Brunton (the latter being first surveyor Lloyd's had in Sunderland), in making the necessary alteration and additions, to adapt the vessel's after-end to admit a screw propeller, which was considered a work of great skill in those days.

This vessel was not only intended to carry coals but also goods and passengers, to London as a trader. Her engines were not of sufficient power for the size of vessel, and her build was unlike ships of the present day; in fact, she soon proved to be a failure, as far as getting her passages quick up and down. The only thing in which she excelled the ordinary run of sailing colliers was in calm weather, when she could make headway by steaming four miles per hour when others were brought up. The place of loading was at Ray's Wharf, near Hardcastle's Slip, opposite where she was built. She was appropriately named "The Experiment," for after a few years the experiment was brought to a close, by taking fire at sea, and being abandoned, though all on board were saved.

There is an incident connected with the Sand Point shipyards that, in passing, ought to be mentioned, namely,

THE RIOT AT THE SAND POINT AND LOSS OF LIFE.

This took place on August 3rd, 1823, on the Wear, opposite Sand Point. It appears there were differences of opinion existing between the shipowners and sailors of the Wear. The latter were so determined to have their rights maintained that they put off boats, and boarded the brig "Busy," towing out to sea with a number of special constables on board, to protect the crew. Of course the specials and crew strove their hardest to prevent them boarding, but the sailors were numerous, and soon overpowered the civil force. Eventually a troop of the 3rd Light Dragoons, stationed at Newcastle, were called into requisition. They had been sent for by the civil authorities, to maintain order, by assisting the magistrates in getting the ships out to sea.

The Riot Act was read, but, unfortunately, only on the shores of the South side; those on the North side remained unwarned as to what eventually would take place. This had caused all the mischief. The shipowners say that if a determined stand was not speedily made by the military force the result might be serious, so the soldiers were compelled to drive the intruders out of the ships. In this they succeeded, but not without much bloodshed. The agitated mob were on the Sand Point, where the ships had to come close in shore, and the cavalry and crew were assailed with a long and continuous shower of stones from men, women, and children. This they bore with patience for some time, but some of the soldiers were severely hurt, orders were given to fire in their own defence. This was first done by firing a volley over the heads of the infuriated mob. It had no effect whatever, and as matters became very hot, a second volley was fired, by which three men were killed and several seriously wounded. At this moment the writer of this, then quite a little boy, was standing on the bow stage of a ship then building in Mr. Storey's yard, Sand Point, held by the hand of his father, to witness the launch of the brig "Newton," when the soldiers commenced to open fire. A block maker named Creigton, standing on the right, received a bullet in the forehead, and dropped dead on the stage. This took such an effect upon father and son that they left that exposed position with all speed, by beating a hasty retreat into a more secluded and safe spot, under the sound of volleys, and the shot of musketry, which could be heard distinctly throughout Monkwearmouth, and which lasted sometime until darkness set in. The town on both sides remained in commotion for some days, under the protection of the cavalry from Newcastle, and the river under the protection of a large armed cutter, sent by the Admiralty, which acted as guard ship to the port, firing, as usual, a morning and evening gun from the upper deck, and flying her long and raking pendant when moored off the Mark Quay, where she remained until peace was restored.

We now trace the career of the North Sands into a more recent period, that of 1846. The builders here at that date were Messrs. Byers & Co., Mr. Wm. Pile, Jun., Mr. John Pile, Messrs. R. Thompson & Sons, and in 1850 came Messrs. W. & T. Harkess, Mr. Gardner, Mr. J Blumer, and Mr. George Booth. At this period a complete revolution in shipbuilding took place, when both Mr. John Pile and his brother William got in full swing. Their mode of construction eclipsed all that had ever previously taken place on the Wear, and even in any other part of the country. The name of those eminent constructors was soon spread all over the world. This is no cause for wonder when we consider the stock they sprung from. The name of their grandfather, Wm. Pile, was a household word throughout the port, for the fame of this old veteran spread far and wide, through the building of the "Ganges," an East Indiaman, in 1825, on the rock at Ravenswheel, the last yard of the late Mr. Dennis A. Douglass. Their father, too, another Wm. Pile, following the excellent example of his father, made his mark among the builders of the port as a splendid constructor, so that we scarcely need wonder that the two sons became such bright and shining stars. Here let me state, that the shipwrights' wages at Hylton, in 1838, was 15/-^† per week, and at the same period those on the North Sands and in the yards on the lower parts of the Wear only had 18/- per week, when they were lucky to get a full week. The writer, where he was employed, was compelled to take the half of his earnings each week out in groceries.

^† 15 shillings

THE CLIPPER "LIZZIE WEBBER."

The Piles had well merited the high encomiums passed on them at the finish of this splendid yacht-like vessel, not only for smartness and form, but for the high rate of speed which she and others of their clippers attained while under canvas. In fact, their vessels were acknowledged, and held by many, to be the swiftest sailing vessels in the China trade, known as tea ships. They were among the first, at all events, in this river, to introduce long ships with beam in proportion. Their vessels were of large dimensions, and the items of their fittings enormously costly, and they won for the builders the high name they attained in every quarter of the globe.

It will be remembered that Messrs. Pile were among the first to take up iron shipbuilding. The same may be said of the style of the iron ships as already has been said of the wood ships they built. They foresaw that a great revolution was approaching, if not already at hand. Inquiries and demand for iron in place of wood were visible in every direction. They at once set about obtaining the plant necessary for the great change required to construct iron ships. The result proved most favourable, orders kept coming in, and they had no sooner made a fair start that it was seen that the class of ships they designed were admired for beauty and form, fully equal to the wood liners for which they already had obtained such a high name.

A few short years after, a terrible blow to the firm was caused by the death of Mr. Wm. Pile, esteemed by every one for his acts of kindness and general benevolence, and as an employer of labour not surpassed in his kindly disposition. There were few, if any, of our builders who could reach the standard to which Mr. Wm. Pile had attained, not only as a model builder but as a model man. The writer of this having known him personally, and with greatest intimacy from childhood, can bear testimony to the good traits in the character of this eminent shipbuilder. I can remember, when quite a boy, how very fond he was of cutting out small models of ships and sailing them in the pools left by the receding tide at the Potato Garth, east of Sand Point. When questioned as to the form of his miniature vessel, he would invariably quote his favourite lines which he never forgot, and in many instances adhered to them:—

"Cod head and mackeral tail,
That's the ship for a canny good sail."

================

MR. JOSEPH L. THOMPSON AS A WOOD SHIPBUILDER.

The late Mr. Robert Thompson, the founder of the firm of shipbuilders now occupying the North Sands Shipyard, was born in 1797.
Having served his apprenticeship with Mr. Allison, on the North Sands, his first operations in shipbuilding were commenced in 1819, when he built several small craft in the dock berth below the Lambton Drops.

In 1837 Mr. Thomas Speeding, sail maker of Monkwearmouth, made arrangements with two bachelors of the name of Melvin, ropers, of Chaytor's Haugh, for the building of a small brig here. Mr. Robert Thompson was engaged to build this vessel, leaving Mr. Storey, for whom he was then foreman, on the North Sands. In due course, this vessel was built, and named the "Iona," being the first vessel to enter the Wearmouth Dock. About this period there were wood shipbuilding yards from the North Pier to within three quarters of a mile of Lambton Castle, one adjoining the estate boundary wall, the builder being one Thomas Lanchester.

We come to another interesting epoch of the North Sands, that of the late Mr. Robert Thompson taking possession of the yard in February, 1846. Mr. Thompson was no novice in shipbuilding, but had gained much experience by the difficulties he had had to grapple with. His success led to his removal to this favourite spot, where he was soon recognised to be one of the leading builders on the Wear. Building many of the large class wooden ships of superior quality (like the Piles previously alluded to), he went largely in for increasing the length of the many fine vessels, entrusted to his construction.

Mr. Joseph L. Thompson continued building for some years under the old firm's name of R. Thompson & Sons. Like his father, he was truly successful in his profession, building a smart and useful ship. Of the large wood vessels built by Mr. Joseph L. Thompson may be mentioned the "Vincedora," "Rondinella," "Freedom," "Golondrina," "Atossa," "Morning Glory," "Aurea," "Star," "Iduna," "Veronica," "Trevanion," and many others.

The largest wood vessel was named the "Helvellyn," built in 1855, and of the following dimensions: length, 189 ft.; breadth, 32 ft. 10 in.; depth, 22 ft.; and of 1017 tons measurement. She was launched 21st April, 1856. From 1846 to 1869, 40,278 tons wood ships were built. Wood shipbuilding was continued until the year 1869, when the last wood vessel built by Mr. Joseph L. Thompson, numbered 103, was built and launched early in 1870 and named the "Peace," in commemoration of the close of the Franco-German war.
In the year 1864, Mr. William Pile desired to extend his shipyard, The landed proprietor, however, considered that Mr. Joseph L. Thompson had a strong claim to remain on the North Sands, which resulted in the latter taking the yard to the eastward, then occupied by Mr. John Blumer.

During the later years, wooden vessels of every description were built by Mr. Joseph L. Thompson, from the small coasting vessel to the largest East Indian trader. Many vessels were also designed and built for the copper ore trade. The firm were the builders of the first wooden vessel built on the Wear having iron diagonal straps. This vessel (built in 1853, and mentioned in Surtees' History of Durham) was named the "City of Carlisle," and was 158 feet in length and of 1000 tons measurement.

MESSRS. JOSEPH L. THOMPSON & SONS, IRON SHIPBUILDERS

A new era in connection with this firm was about to be ushered in. The decay of wood shipbuilding being apparent, active preparations for adapting the yard for the building of iron vessels were commenced on the 2nd December, 1870. Mr. Joseph. L. Thompson laid the first keel of an iron steamer on the 1st March, 1871, and in due time, the firm was changed to Joseph L. Thompson & Sons, the change taking place in the year 1873.

In the year 1880, the whole of the North Sands came into the possession of Messrs. Thompson, and, more recently, they have made another extension, by enclosing the vacant ground to the eastward of the present shipyard, so that now, with the facilities thus afforded, the North Sands shipyard is on of the best appointed in the country, having all the most modern machinery and plant obtainable, including hydraulic riveters, cranes, winches, and plate bending machines.

The shell plate and angle furnaces, and the hydraulic plant, are the special design of the works' manager Mr. P. Phorson, Jun., the furnaces being heated by gas which is manufactured in the works by means of large gas producers. During the period of the winter months the whole of the machinery sheds are lighted by means of the Lucigen light now in general use for outside purposes. Vessels of great length and tonnage are being built, the firm having no less than six commodious building berths or slipways, where vessels upwards of 50 ft. in breadth, and varying from 320 ft. to 450 ft. in length, can be put on the stocks at one time. It is worthy of note that, at the present time, the firm have not a vessel building under 300 feet in length, and some of the largest and most powerful vessels in the mercantile service are being, and have been built, in the North Sands Shipyard. They have been classed, and rightly so, as

"THE PREMIER BUILDERS."

This has been proved by many past years' reports of the number of ships they produced during each year, and also of the tonnage. I have now before me the list of ships built and registered at Lloyd's for the half year ending June, 1882, and this gives the firm credit of building eight large, powerful ships in the short space of six months, the total registered tonnage being 17,390 tons, while the aggregate horse power of engines is put down at 1555 nominal horse power, and about 8800 indicated.

With the exception of the year 1884, the North Sands yard has launched annually the largest amount of tonnage built on the Wear since 1880. Consult the following:—

=

The total tonnage built by the firms from 1846 to 1890 is as follows:—

————

353,925, tons.

During the present year over 32,000 tons will be launched, two of the vessels being over 4000 tons measurement.

A few years ago the firm entered into negotiations with Sir Hedworth Williamson, Bart., to take over the estate situated at or on the North Quay (formerly intended for the late Mr. Wm. Pile, and now known as the Manor Quay Repairing Works) as a repairing depôt, where they have a river frontage of over 600 feet in length, and are doing a large amount of business in the fitting and repairing line.
As the shops are launched, they are berthed at the Manor Quay Works, where they are afloat; and, after receiving their engines, are completely fitted for sea.

The firm have expended a large amount of money in the erection of two fine and powerful cranes for lifting the masts and other heavy materials in the ships while at the Quay. They have also erected excellent workshops for the smiths, fitters, joiners, and painters. The machinery here is also of the latest type of modern science. We hear that it is contemplated, some day, to sink, at the western end, a graving dock, in the part vacated by Messrs. Robson & Sons. There can be no doubt but it will prove a paying concern, from the quantity of repairs they are having from nearly all parts of the world. But to return to the main and principal yard. On entering, we find a substantial suite of offices, where a large staff of clerks (as may be expected) are employed in the various departments of this vast establishment. The most interesting departments to visit would be that of the drawing office and model room, which contains a valuable collection of models of vessels built by the firm and their predecessors, dating as far back as the year 1838, when the brig "Barnard Castle" was built at Coxgreen by the late Mr. Robert Thompson. The model of this vessel is among many hundreds of fine specimens of naval architecture which have been built by the firm during the last fifty years, showing clearly the change in style of vessel between the old wooden sailers to the present magnificent liners. The firm have successfully exhibited models of their vessels at Paris, London, Liverpool, Glasgow, and Newcastle exhibitions.

Many opportunities have been afforded to visit the joiners' shop. It is of large dimensions, upon one floor. As you enter you hear an unwelcome and distracting noise, proceeding from the whirring tools in motion. The chief are the large circular saws, with their terrific teeth, which roar into the wood with such vigour, that it seems to flinch on the travelling slide as it slowly moves to its doom. Another object which soon strikes the eye of the visitor is the band saws, endless tapes of steel working over pairs of rollers, and always running in one direction. There are also fret saws with the usual up-and-down motion, cutting the most delicate and elaborate patterns and designs for the cabin fittings. Then there is not only the sawing, but the planing, moulding, morticing, tenoning, dovetailing, turning, all in full chop and scoop and spin.

In the stores are kept the various fancy woods in process of seasoning, such as the ash, elm, and plane tree from our own country; teak from Burmah; mahogany from the Gulf; black walnut from the States; deals — red, white and yellow — from the St. Lawrence and the Baltic. All these fancy woods undergo the process of polishing before they are fixed in their respective places.
This yard is very different to what was formerly seen on the North Sands. It is surrounded on all sides by the main gate, the public being excluded unless by special permission. The workmen, as they enter, take up their ticket. To those who have no knowledge of its workings, I may say it is merely a simple brass or leaden ticket, with a given number inserted therein, that being the number of the workman on the books; and, when once the ticket is taken out, no workman can leave the yard until the appointed time, unless he obtains a special order from the yard foreman. The introduction of the ticket system was adopted by the Admiralty in all Her Majesty's dockyards, at home and abroad, many years ago, they being the founders, and the system has been proved, wherever it has been tried, to be of great value.

In taking a stroll through the yard, the visitor's eye must soon be caught, and his hearing deafened, by the continuous rattle of the riveting hammer, which is to some quite distracting. This is increased by the vast machinery in motion, from the huge shears to the many punching machines, where the holes are driven through the plates with so much ease. It is marvellous to see the rapidity with which they are going, and the correctness with which they perform their various fractions. The rolls is another useful implement driven by machinery for the purpose of forming the plates to the shape required before they are sent to the ship. along the top of the yard the authorities have adopted a fine method for getting the plates, and frames, and heavy material on board each ship by means of hydraulic cranes fixed in the ground, and put into motion by means of wire rope. Thus the work is greatly facilitated, and is a great improvement on the past.

Mr. Joseph L. Thompson, Sen., finding he required more rest from active service — the strain of so many years' toil, coupled with growing years, beginning to tell upon him — after mature consideration, felt that he could, with confidence, leave the management of the entire business safely in the hands of his three sons, each of whom had had a thorough and practical training in his profession. As time passes on they have proved to his satisfaction that they had all the knowledge necessary for this great and gigantic undertaking. Being so long on the active list, he has found it difficult to settle down all at once, so that on occasions, when weather permits, he can be seen as heretofore wending his way towards the yard, often on foot, with all that pleasantness of demeanour which characterises a good man, in order to give advice should it be required, but feeling assured that the three sons are entirely masters of the situation, and fully capable of carrying out the vast undertaking in their hands.

His homestead which he has erected, is known as Ashville, on the Newcastle Road. It is all that could be desired, the grounds being neatly laid out. This is enough of itself to attract the retirement of such an one as Mr. Joseph L. Thompson, but with him a retired life seems not to be regarded as a safe one, consequently, when in robust health, he appears still in love with the clattering sound of the hammer and the shrill shriek of the "buzzer." Now that the North Sands shipyard is entirely under the control of his three sons, Messrs. Robert Thompson, Joseph L. Thompson, Jun., and Charles Elliot Thompson, I may venture to say a few words on the progress they have made, which is visible on every hand. Within a recent date they have, in conjunction with Mr. J. Dickinson, succeeded in obtaining the Monk Street engine works, and have converted them into a brass and metal foundry. A large portion of it has been transformed into a most commodious pattern shop, and they have recently added a smiths' shop to the foundry. A large amount of the castings for the ships' engines are manipulated here, and it affords employment to a large number of workmen. Another addition to the works of this enterprising firm is the purchase of the forge at Pallion. They have, at considerable expense, made it well adapted for the forgings of all the heavy work they require at the North Sands yard, such as stems and sternposts.

The heaviest and largest main forgings are also made, and a considerable export trade is down with Norway, Sweden, Germany, and Spain. We hardly need, therefore, wonder how rapidly they can cope with the large amount of work they take in hand. In addition to the various methods introduced by the principals in the different departments, they have the benefit of a most keen and active general manager, in the person of Mr. James Marr, who occupies an important and responsible position with the firm, while the works in the yard are entrusted to Mr. P. Phorson, Jun., works' manager, he having served his apprenticeship with the firm. Needless to say, much depends upon the staff in carrying out the orders of such large and important works to ensure a successful issue, and this firm has the good fortune to be assisted by a large and efficient body of officials. It ought to be fully understood that, of all large vessels under construction here, as well as at other yards on the Wear, very few, if any, are of iron, as formerly, steel being substituted instead of iron. This firm have not built an iron vessel since the year 1885.

Before I close, I may mention an interesting event in connection with this yard. I refer to the report in the Sunderland Daily Echo, dated August 14th, 1891. It is there stated that the steamer "Queensland," recently built by the firm of Messrs. J. L. Thompson & Sons, North Sands, for Mr. Wm. Kish of this town, a vessel of 360 ft. in length, and 48 ft. beam, performed the voyage from this port to Penang in thirty days, including stoppages in the Suez Canal, a voyage equal to that made by the steamers owned by the Peninsular and Oriental Company. This report must have been gratifying to the builders, also to Mr. John Dickinson, of the Palmer's Hill Engine Works, who made the engines. Both these firms have the reputation of building fine specimens of naval architecture, combined with speed and sea-going qualities. The gradual development in this firm, which has been going on for years, has been a blessing to both sides of the Wear.

The following are the names of a few of the important steamers, built by the firm during recent years: —

Kaisow, Moyune, Keemun, Pak Ling, built for the China Shippers Mutual Steam Navigation Company.
Thisbe, Pluto, and Euterpe, built for the Austro-Hungarian Lloyd's Steam Navigation Company.
Coogee, Hubbuck, Murrumbidgee, Culgoa, Yarrawonga, and Port Chalmers, built for the Anglo-Australasian passenger and wool service.

Conde Wifredo, Cabo Palos, Cabo Penas, Cabo Quejo, Cabo San Antonio, Cabo Silleiro, Cabo Prior, Cabo San Vicente, and the Italica, built to the order of Spanish companies.

Many of the above vessels are fitted with electric light installation, and otherwise handsomely fitted.

In the year 1884, the officials presented each member of the firm with a very handsome presentation in the form of cabinet photographs of every member of staff employed at North Sands yard, which is very artistically arranged, and is much appreciated as an expression of goodwill towards the firm.

The senior representative of the firm, Mr. Robert Thompson, also Mr. Joseph L. Thompson, Jun., are members of the Institute of Naval Architects. In March, 1884, Mr. Robert Thompson read a Paper of some length, dealing with the loadline question, and gave evidence before the Load Line Commission. In the year 1884, he took an active part in the formation of the North-East Coast Institution of Engineers and Shipbuilders, of which he is a Vice-President, and a member of the Council of that Institution. During the session of 1887 an important Paper on "The Influence of Coal Consumption and the Commercial Efficiency in design of Cargo Steamers." was contributed by Mr. R. Thompson, and read before the members of the North-East Coast Institute. Mr. Thompson is also a member of the Iron and Steel Institute; River Wear Commission; and was recently appointed as one of the representatives of the North-East Coast on the Consultative Committee of Lloyd's Registry, and in September, 1890, he was appointed a Justice of the Peace in the County of Durham.

It may be said that Messrs. Thompson have manifested a very enterprising spirit in undertaking the development of their business, many important additions having been made to the existing facilities of the port for the success of the shipbuilding industry of the Wear. The works are on the Admiralty list for the building of Government vessels.

THE ANCESTRY OF THE THOMPSON FAMILY

can be traced back for many years, claiming the old ancient parish of Monkwearmouth Shore as their birthplace. As a family, they remain still unbroken, excepting in a few instances where the Great Leveller has made inroads according to the workings of his unlimited power, removing stems and branches of families, and causing lamentation and devastation.

To return to the subject. There can be no doubt that the firm, taking into account the various establishments under their control, are the largest employers of labour on the Wear. It is computed that, at present, the workmen now employed will exceed 2000.
I will conclude with the remaining portion of that already given on "Time."

"'Tis a momentary ray,
Smiling through the winter's day:
'Tis a torrent's rapid stream,
'Tis a shadow, 'tis a dream.
'Tis the closing watch of night,
Dying at the rising light:
'Tis a bubble, 'tis a sigh;
Be prepared, O man, to die.
Time slowly comes, 'tis quickly past;
Anticipate, and hold him fast;
And lo, the forelocks on his brow,
Once past, what speed can e'er pursue?"

Footnote:

These texts have been copied from negative photographs of the original book which are held by the Monkwearmouth Local Studies Group based at Monkwearmouth Library. In retyping the text, I have kept to the grammar used by Mr. John Thompson but have corrected one or two typographical errors.

Michael Thompson

This Thompson One Name Study site is run by Michael Thompson
Copyright © 2006 - site originally at www.geocities.com/athens/2249/
Updated: 30-May-2006.