First World War sunk plans for transatlantic port in north Mayo

by Tom Gillespie

ON Tuesday, January 27, 1903 - 123 years ago - a deputation representing the inhabitants of Co. Mayo waited upon Lord Strathcond, High Commissioner for the Dominion of Canada, at his offices in Victoria Street, London, with a view of laying before him the claims of Blacksod Bay as the Irish port of call for the proposed fast steamship service between the British Isles and Canada.

The deputation was introduced by Lord Lucan, Lord Lieutenant of Co. Mayo, and comprised Lord Bingham, High Sheriff of Mayo, Lord Oranmore and Browne, Dr. Robert Ambrose, M.P., for West Mayo, Very Rev. Canon Patrick Lyons, P.P., Castlebar, General Clive and Colonel Knox.

In introducing the deputation, Lord Lucan pointed out the great natural advantages possessed by Blacksod Bay, which was the deepest and best protected harbour in Great Britain and Ireland.

He emphasised the enormous benefits which its selection as a port for the Canadian service would bestow upon the inhabitants of the district.

Dr. Ambrose, who was the first speaker, dwelt upon the advantages which a route via Blacksod Bay would have in point of time over the many other ports which had or were submitting claims for selection.

With slightly accelerated service, the distance between London and Blacksod could be accomplished in 12 hours and with a 25 knot steamer, the voyage from Blacksod to Halifax would occupy only three-and-a-half days. Then, a train travelling at an average of 40 miles an hour would cover the distance between Halifax and Vancouver in three days, 19 hours, the whole journey between London and Vancouver thus occupying only a little over seven-and-a-half days or well within the limit of eight days, which the Canadian government has set before themselves as the target.

Dr. Ambrose also referred to the saving of time which the selection of Blacksod would have on the Pacific service from Vancouver. Hong Kong could be reached from London, through Blacksod, in 24.5 days, while the present Vancouver route occupied 40 days and that from San Francisco took 41 days.

Australia, too, could be brought into much nearer touch with London by choosing Blacksod.

Dr. Ambrose pointed out that fog was scarcely even known on this portion of the west coast of Ireland, and on account of the depth of the water at Blacksod, the biggest ships could run up and down the bay at full speed and not be obliged to slow down, as was the case with most other ports.

Very Rev. Canon Lyons admitted he had no hesitation in supporting the selection of Blacksod Bay because of the material benefit it would confer upon his own district, upon his own county and upon his own country. But he would not have attended the deputation that day if that were the only reason he could adduce in its favour.

The claims of the impoverished and famine-stricken district to the special consideration of the Treasury had been admitted.

Mr. A.J. Balfour, he said, recognised the claims of the poorer areas and gave practical proof of his recognition in that system of light railways in some of the congested districts, which had conferred enormous benefits to two Irish provinces.

It would be strictly in accordance with that better policy of sympathetic English statesmanship and a step of enormous and far-reaching advantage to the county generally if any portion of this transatlantic traffic could be tapped at this point on the western seaboard.

Canon Lyons stated that the advantages which a port at Blacksod Bay possessed were founded on public convenience, commercial development and Imperial strength. They had a natural harbour - the best in these islands at Blacksod Bay.

The peculiar situation and conformation of a rockbound seaboard rendered it a veritable harbour of refuge in bad weather.

All that was needed to put it in immediate communications with one of the trunk railways of Ireland was a pier and a short line of railway covering only a few miles.

Once that consideration was made, they established the profoundly important fact that the journey from Halifax to Dublin could be accomplished in three-and-a-half days by sea and a few hours by train.

He would not pause to dwell on the incalculable value to Ireland of carrying transatlantic traffic by a western port to the capital of the country and to England.

Canon Lyons invited Lord Strathcond’s attention to another view of the matter. He stressed that as a result of the establishment of his accelerated communication between Ireland and Canada the tide of emigration could be directed in a large degree from the United States of America to the Dominion of Canada.

He confessed he wished he could suggest a means of stemming the tide altogether, but that was a consummation which he feared could not be regarded as immediately conceivable.

It was from the west and the western centre of his country that the flow of emigration was strongest, and the short ocean route, and its convenient port at Blacksod, would unquestionably attract those of the Irish people who seemed to see in the western hemisphere a field for the energies which were fallow at home.

In conclusion, Canon Lyons explained that when he referred to Imperial strength, he meant the closer association of the British Empire. By connecting Hong Kong with Canada and Canada with Blacksod and Blacksod with Dublin or London, they completed the circle through Ireland round the world, the land lines being exclusively through British territory.

Eventually, Blacksod Bay was selected as the terminal port. Everything appeared to be in readiness for the construction of the pier and railway when the First World War intervened and upset the plans.

After four-and-a-half years of butchery and destruction, there was an economic collapse, capital became scarce and the entire project was, sadly, abandoned.

And this ended a scheme which would have transformed the tiny village of Blacksod into a first class Atlantic port.