The population gradually increased. In 1788 Belfast had 12,000 inhabitants. But it was not until after the Union with Great Britain that the town made so great a stride. At the beginning of the present century it had about 20,000 inhabitants. At every successive census, the progress made was extraordinary, until now the population of Belfast amounts to over 225,000. There is scarcely an instance of so large a rate of increase in the British Islands, save in the exceptional case of Middlesborough, which was the result of the opening out of the Stockton and Darlington Railway, and the discovery of ironstone in the hills of Cleveland in Yorkshire. Dundee and Barrow are supposed to present the next most rapid increases of population.
The increase of shipping has also been equally great. Ships from other ports frequented the Lough for purposes of trade; but in course of time the Belfast merchants supplied themselves with ships of their own. In 1791 one William Ritchie, a sturdy North Briton, brought with him from Glasgow ten men and a quantity of shipbuilding materials. He gradually increased the number of his workmen, and proceeded to build a few sloops. He reclaimed some land from the sea, and made a shipyard and graving dock on what was known as Corporation Ground. In November 1800 the new graving dock, near the bridge, was opened for the reception of vessels. It was capable of receiving three vessels of 200 tons each! In 1807 a vessel of 400 tons burthen was launched from Mr. Ritchie's shipyard, when a great crowd of people assembled to witness the launching of "so large a ship"—far more than now assemble to see a 3000-tonner of the White Star Line leave the slips and enter the water!
The shipbuilding trade has been one of the most rapidly developed, especially of late years. In 1805 the number of vessels frequenting the port was 840; whereas in 1883 the number had been increased to 7508, with about a million and a-half of tonnage; while the gross value of the exports from Belfast exceeded twenty millions sterling annually. In 1819 the first steamboat of 100 tons was used to tug the vessels up the windings of the Lough, which it did at the rate of three miles an hour, to the astonishment of everybody. Seven years later, the steamboat Rob Roy was put on between Glasgow and Belfast. But these vessels had been built in Scotland. It was not until 1826 that the first steamboat, the chieftain, was built in Belfast, by the same William Ritchie. Then, in 1838, the first iron boat was built in the Lagan foundry, by Messrs. Coates and Young, though it was but a mere cockle-shell compared with the mighty ocean steamers which are now regularly launched from Queen's Island. In the year 1883 the largest shipbuilding firm in the town launched thirteen vessels, of over 30,000 tons gross, while two other firms launched twelve ships, of about 10,000 tons gross.
I do not propose to enter into details respecting the progress of the trades of Belfast. The most important is the spinning of fine linen yarn, which is for the most part concentrated in that town, over 25,000,000 of pounds weight being exported annually. Towards the end of the seventeenth century the linen manufacture had made but little progress. In 1680 all Ireland did not export more than 6000L. worth annually. Drogheda was then of greater importance than Belfast. But with the settlement of the persecuted Hugnenots in Ulster, and especially through the energetic labours of Crommelin, Goyer, and others, the growth of flax was sedulously cultivated, and its manufacture into linen of all sorts became an important branch of Irish industry. In the course of about fifty years the exports of linen fabrics increased to the value of over 600,000L. per annum.
It was still, however, a handicraft manufacture, and done for the most part at home. Flax was spun and yarn was woven by hand. Eventually machinery was employed, and the turn-out became proportionately large and valuable. It would not be possible for hand labour to supply the amount of linen now turned out by the aid of machinery. It would require three times the entire population of Ireland to spin and weave, by the old spinning-wheel and hand-loom methods, the amount of linen cloth now annually manufactured by the operatives of Belfast alone. There are now forty large spinning-mills in Belfast and the neighbourhood, which furnish employment to a very large number of working people.[20]
In the course of my visit to Belfast, I inspected the works of the York Street flax-spinning mills, founded in 1830 by the Messrs. Mulholland, which now give employment, directly or indirectly, to many thousand persons. I visited also, with my young Italian friend, the admirable printing establishment of Marcus Ward and Co., the works of the Belfast Rope-work Company, and the shipbuilding works of Harland and Wolff. There we passed through the roar of the iron forge, the clang of the Nasmyth hammer, and the intermittent glare of the furnaces—all telling of the novel appliances of modern shipbuilding, and the power of the modern steam-engine. I prefer to give a brief account of this latter undertaking, as it exhibits one of the newest and most important industries of Belfast. It also shows, on the part of its proprietors, a brave encounter with difficulties, and sets before the friends of Ireland the truest and surest method of not only giving employment to its people, but of building up on the surest foundations the prosperity of the country.
The first occasion on which I visited Belfast—the reader will excuse the introduction of myself—was in 1840; about forty-four years ago. I went thither on the invitation of the late Wm. Sharman Crawford, Esq., M.P., the first prominent advocate of tenant-right, to attend a public meeting of the Ulster Association, and to spend a few days with him at his residence at Crawfordsburn, near Bangor. Belfast was then a town of comparatively little importance, though it had already made a fair start in commerce and industry. As our steamer approached the head of the Lough, a large number of labourers were observed—with barrows, picks, and spades—scooping out and wheeling up the slob and mud of the estuary, for the purpose of forming what is now known as Queen's Island, on the eastern side of the river Lagan. The work was conducted by William Dargan, the famous Irish contractor; and its object was to make a straight artificial outlet—the Victoria Channel—by means of which vessels drawing twenty-three feet of water might reach the port of Belfast. Before then, the course of the Lagan was tortuous and difficult of navigation; but by the straight cut, which was completed in 1846, and afterwards extended further seawards, ships of large burden were enabled to reach the quays, which extend for about a mile below Queen's Bridge, on both sides of the river.
It was a saying of honest William Dargan, that "when a thing is put anyway right at all, it takes a vast deal of mismanagement to make it go wrong." He had another curious saying about "the calf eating the cow's belly," which, he said, was not right, "at all, at all." Belfast illustrated his proverbial remarks. That the cutting of the Victoria Channel was doing the "right thing" for Belfast, was clear, from the constantly increasing traffic of the port. In course of time, several extensive docks and tidal basins were added; while provision was made, in laying out the reclaimed land at the entrance of the estuary, for their future extension and enlargement. The town of Belfast was by these means gradually placed in immediate connection by sea with the principal western ports of England and Scotland,—steamships of large burden now leaving it daily for Liverpool, Glasgow, Fleetwood, Barrow, and Ardrossan. The ships entering the port of Belfast in 1883 were 7508, of 1,526,535 tonnage; they had been more than doubled in fifteen years. The town has risen from nothing, to exhibit a Customs revenue, in 1883, of 608,781L., infinitely greater than that of Leith, the port of Edinburgh, or of Hull, the chief port of Yorkshire. The population has also largely increased. When I visited Belfast in 1840, the town contained 75,000 inhabitants. They are now over 225,006, or more than trebled,—Belfast being the tenth town, in point of population, in the United Kingdom.
The spirit and enterprise of the people are illustrated by the variety of their occupations. They do not confine themselves to one branch of business; but their energies overflow into nearly every department of industry. Their linen manufacture is of world-wide fame; but much less known are their more recent enterprises. The production of aerated waters, for instance, is something extraordinary. In 1882 the manufacturers shipped off 53,163 packages, and 24,263 cwts. of aerated waters to England, Scotland, Australia, New Zealand, and other countries. While Ireland produces no wrought iron, though it contains plenty of iron-stone,—and Belfast has to import all the iron which it consumes,—yet one engineering firm alone, that of Combe, Barbour, and Combe, employs 1500 highly-paid mechanics, and ships off its iron machinery to all parts of the world. The printing establishment of Marcus Ward and Co. employs over 1000 highly skilled and ingenious persons, and extends the influence of learning and literature into all civilised countries. We might add the various manufactures of roofing felt (of which there are five), of ropes, of stoves, of stable fittings, of nails, of starch, of machinery; all of which have earned a world-wide reputation.
We prefer, however, to give an account of the last new industry of Belfast—that of shipping and shipbuilding. Although, as we have said, Belfast imports from Scotland and England all its iron and all its coal,[21] it nevertheless, by the skill and strength of its men, sends out some of the finest and largest steamships which navigate the Atlantic and Pacific. It all comes from the power of individuality, and furnishes a splendid example for Dublin, Cork, Waterford, and Limerick, each of which is provided by nature with magnificent harbours, with fewer of those difficulties of access which Belfast has triumphed over; and each of which might be the centre of some great industrial enterprise, provided only there were patriotic men willing to embark their capital, perfect protection for the property invested, and men willing to work rather than to strike.