PORT WELLER DRY DOCKS
The content is taken from a book published by Riverbank Traders Inc and authored by Skip Gillham. The images are from the Riverbank Traders Collection. The cooperation of Port Weller Dry Docks is gratefully acknowledged.

THE EARLY YEARS (1946 - 58)

After five years of World War and a decade of Depression living, the social and economic condition plus the psychological outlook of Canada in 1946 was brighter that it had been for some time. Life was again lending itself to hope and this climate for growth encouraged investment.

Charles A. Ansell was ready to take such a risk. He had been born in England but lived in the Niagara area since childhood. Ansell had briefly worked in a bank before joining the Muir Bros. Drydock in Port Dalhousie, Ontario as a Junior Clerk.

Late 1940's

Shipbuilding in Niagara had dated from the early 1800's. When William Hamilton Merritt's first Welland Canal opened on November 29,1829, it spurred the development of the industry and individuals like Louis Shickluna and Alexander Muir eventually took advantage of die stra-tegic location to build and repair ships. By 1946, Muir's yard was the lone survivor of this era. It dated from 1850 and was nearing the century mark as World War Two ended.

An innovative man of enthusiasm, vision and drive, C.A. Ansell impressed his employers at Muirs. He gained added responsibilities at the shipyard until assuming the position of General Manager. Ansell also got involved in the politics of his community and, from 1930 to 1935, served as Reeve of Port Dalhousie.

What caught Ansell's attention in 1946 was a little used dry dock above Lock 1 of the Fourth Welland Canal. The yard was owned by the Canadian government and dated from 1931 when the construction of the current Welland Canal was almost complete. The property was basically a 32 acre field with a drydock, shelf and run down building that housed the valve controls. A unique feature of the drydock, however, was that the dock was flooded and emptied by gravity rather than the normal method of pumping.

The yard was handy to the Welland Canal. It had only seen limited use for repairs, for storing lock gates and, in the winter, the gate lifting vessel.

The dock consisted of two parts: a deep dock for vessels up to 198.2 metres (650 feet) with a water depth of 7.9 metres (26 ft.) equal to die canal itself, and a shelf giving a water depth of 4.26 metres (14 feet). Both were to be very useful for the ship repair business.

Not only was the site ideal for passing ships, but it was served by a siding of the Niagara, St. Catharines and Toronto Railway which had once run through the area to Niagara on the Lake.

On April 25, 1946, Port Weller Dry Docks was established by letters patent. Five provisional Directors: William G. Tucker, Donald B. Mclntosh, John L. Stewart, John A. Mullin and Francis W. Dowler, were named. These men held their posts until June 14, 1946, when the official corporate structure was set up.

Charles A. Ansell was named the first President and General Manager while W.A. Wecker became Vice President. Horace L. Reay acted as Secretary-Treasurer while A.F. Fifield and Gaston Elie served as Directors. In addition, Senator J.J. Bench worked behind the scenes and was instrumental in providing sound counsel and guidance in die development of the company.

The company had acquired a ten year lease on the drydock from the Federal Government for an annual cost of $30 000 as of April 1,1946. A total of 7,500 redeemable preferred shares, at a par value of $100 each, and 500,000 common shares, without nominal or par value, were available. In addition to individual investors, the Paterson Steamship Company and the Upper Lakes and St. Lawrence Transportation Company were among the early corporate subscribers.

On April 3, 1946, within hours of taking over the drydock, Ansell had some customers. The Imperial Oil tanker WINDSOLITE and the local passenger vessel DALHOUSIE CITY arrived for inspection and repairs.

WINDSOLITE April 1, 1938

New equipment had to be acquired for the work and, of course, a work force had to be hired. This did not deter Ansell and he lept to the challenge of developing the site.

Workers, both skilled and unskilled, were hired. Water, electrical and fire protection services were soon installed. The early machinery was set up in the open on wooden skids until a machine shop could be erected. There was 110 office space and headquarters were established in rented rooms above a bank in downtown St. Catiiarines. The corporate office was relocated in Grantham Township, R.R. #2, St. Catharines, in August 1947.

Later in the year the large bulk carrier SASKADOC was drydocked. This was apparently the first upper laker to be berthed. The ship had been disabled by a damagedrudder and Port Weller proved to be an ideal location and avoided a long and costly tow to another shipyard.

The first year was bound to try the patience of all. AnselPs name and reputation were well known and helped establish the new company. Thus an excellent relationship was developed between Port Weller and the shipping community and they, in turn, were understanding of the growing pains of Port Weller Dry Docks.

At the end of 1946, fifteen vessels tied up for winter work and the balance sheet for the first year revealed a profit of $1.53 per common share. A dividend often cents per common share was approved and paid.The first big winter contract called for the lengthening of the tanker BRUCE HUDSON. This ship had been built as a barge at Fort Erie in 1935 and had been plagued with misfortune. It was rebuilt and powered by Muir at Port Dalhousie in 1938-39 but suffered further disaster at South Chicago July 26, 1943, when an explosion and fire killed the Captain, his son and two members of the crew. The tanker was lengthened, given a raised trunk deck and new cabins during her stay at Port Weller. This increased the carrying capacity of BRUCE HUDSON by 2,000 barrels of petroleum. Interestingly, the vessel returned for repairs a year later after a Lake Erie storm of November 26, 1947, almost claimed the tanker off South East Shoal.

Ships wintering at Port Weller

Another visitor that first winter was the MAKAWELI. This tanker dated from 1919 and had served on the Pacific much of its career. The vessel was anchored and damaged at Pearl Harbour on December 7,1941, but was later towed to San Pedro, California, for repairs. MAKAWELI was purchased by Lakeland Tankers in 1946 and reconditioned at Port Weller for a new career on the inland seas.

The WELLANDOC had also arrived after war service on the Caribbean and Atlantic. The ship was refitted to serve the Misener's fleet as BRAMPTON.

During the second year at the site there were some fifty vessels drydocked and net income had risen to $110,033.99. This made the yard, according to Ansell in his financial report, "quite a major repair force on the Lakes."

Gradually, new equipment was added. The floating steam crane HANDY BOY arrived in August 1947 and lived up to its name. The vessel had been on loan from the Lachine Dry Dock Co. of Montreal. Ansell had financial interests in that company but, to avoid conflicts, refrained from voting. The ship was used at the dock and for icebreaking. It had a 15 ton lift capacity.

One of the first customers, WINDSOLITE, was back in 1947 under her new name of IMPERIAL WINDSOR. The ship sustained some damage in Lock 4 and ten bow plates required repair.

During the winter eighteen ships laid up and generated contracts having a total value of $6 million. The first two, JOHN A. FRANCE and SCOTT MISENER, were completed before freeze-up and moved to Port Colborne for lay-up. The COALFAX, SORELDOC, BAYANNA, C.H. HOUSON, RALPH S. MISENER, NORMAN B. MACPHERSON, LT. JOHN MISENER, TEXACO BRAVE, BLUE CROSS, BLUE RIVER, BRUCE HUDSON, TRANSTREAM, TRANSLATE, VALLEY CAMP, CLEVELANDER, tug GOVERNOR and dredges IS-OBEL and SIDNEY MAC kept the staff busy during the cold weather months.

As the company continued to grow, it became obvious that expansion was needed. The far-sighted Ansell recognized the need to improve the facility. One potential problem was the "shelf" section's need for reinforcing. To do this work a longer committment was needed and Ansell approached the Department of Transport.

After discussions it was decided that Port Weller would undertake this expense and, it return, their lease would be extended to 21 years, with the option of another 21 years. The rental fee would remain the same and the company assumed the responsibility of property maintenance.

Retaining a stable workforce of skilled and unskilled tradesmen was also a problem in the post war era. To make employment at the yard more attractive, Port Weller offered a Health Program in 1948 that would cost $0.04 per man hour. This cost would be assumed by the company. Good employee relations were important and from the start, Ansell took a personal interest in their welfare. At this point, there was no union representing the workforce.

In March 1948, Headquarters moved to the new office and administration building which had been completed at the shipyard. It included complete living quarters and allowed for future doubling of office space.

In addition to the routine work during 1948, the company rebuilt the canaller THE INLAND. This vessel had been constructed as STEEL CHEMIST and sailed on the Great Lakes and Atlantic hauling steel. It was renamed THE INLAND in 1946 and came to the yard for conversion to a tanker. The vessel was also repowered with a 950 horsepower Fairbanks-Morse diesel and returned to service as TRANSINLAND. During the winter twenty-five ships tied up for work.

With all of this activity, Ansell reported earnings of $3.06 per common share for the year.

In April 1949, the battered MILVERTON arrived for reconstruction. The ship had been involved in a fiery collision on the St. Lawrence on September 24, 1947, and eleven sailors perished. Refloating MILVERTON was a huge challenge and proved to be a big success. The ship was salvaged late in 1948 and the yard's work crew sent the vessel back to the Misener fleet as CLARY FORAN.

 

1950's

A second hand, diesel electric gantry crane was located in Seattle. It had a 50 ton lift and 110 foot boom and soon proved to be a valuable addition. Another acquisition was the aging tanker IMPERIAL WHITBY. Existing power supplies were inadequate. As a short term solution, the ship tied up and a 500 KW, 1000 horsepower Parson steam turbine was put aboard to keep the shoreside machines operating and to help maintain the Ingersoll-Rand compressor. This met the need until the power lines could be upgraded. At that point the vessel was resold and rebuilt at Montreal as the self-unloader GEORGE S. GLEET.

In August 1949, the Directors were noted as C.A. Ansell, W.A. Wecker, A.F. Fifield, E.J.H. Vanston, J.L.G. Keogh, Gaston Elie and W.F. Fletcher. The fiscal year was changed to end in December and the profit picture remained strong.

Perhaps the biggest decision in 1949 was the embarkation on a shipbuilding program. This led to the need for additional workmen in all trades. Work proceeded smootMy on Hull 11, as the ship was known, until it was commissioned in June 1951. The 199.3 metre long (654 foot) SCOTT MISENERwas the largest ship on the Great Lakes and brought recognition to this new aspect of shipyard work. The new slogan became: "We Build Them - Berth Them - Better Them."1950's

An additional challenge was the lengthening of the self-unloader VALLEY CAMP over the winter of 1950- 51. The ship had been built in England in 1927 for trading through the Third Welland Canal and pre-seaway St. Lawrence canals. The 79 metre (259.5 foot) long vessel was cut in two and a new cargo section constructed bringing the length to 94.5 metres (310 feet). This increased the carrying capacity by almost 1,000 tons of coal and meant that theship's travels, at least until 1959, would be confined to the five Great Lakes.

TEXACO WARRIOR also paid a call in October 1950. Her bow was crumpled by ramming a pier entering the Toronto Ship Channel and the tanker was repaired in only eighteen days.

Indeed, 1950 proved to be an excellent year. Ships visiting the shipyard for work totalled 84 while 48 of these were drydocked. A $3.98 per share profit was noted and the work force was developing into a strong base of skilled tradesmen.

 

Wage rates at Port Weller were tied to the Government's "Cost of Living" statistics and all employees received two pay raises during 1950. The payroll that year topped the $1 million mark for the first time.

A key addition to the management team in 1950 was John F. Vaughan who was a chartered accountant and had war service in the Navy. He was named Assistant Secretary Treasurer that year.

The commissioning of the SCOTT MISENER was undoubtedly the highlight of 1951. The vessel was built on a cost plus basis and a second keel, longer and deeper, was laid for the Misener fleet for 1952 delivery.The company continued to struggle with the fluctuating demand for workers. Labour and tax rates continued to climb but there remained a shortage of skilled tradesmen.

 

The yard hit a peak of 500 employees for 1950 but the first serious labour difference was noted in the company records although no specific details were given. The growth in the workforce had been at the expense of "family" closeness.

The Directors were obviously pleased with the work of C.A. Ansell and he was given a raise to $25,000 and provided with a company car.

The completion of the JOHN O. MCKELLAR for Scott Misener's Colonial Steamship Co. was the major accomplishment for 1952. Hon. Leslie Frost, Premier of Ontario, was on hand for the christening and soon the big steamer was drawing rave reviews around the Great Lakes.

 

The Quebec and Ontario Transportation Co., a subsidiary of Ontario Paper of nearby Thorold, had been using two aging consort barges to carry pulpwood to their docks. The vessels usually loaded at Heron Bay on Lake Superior or Manitoulin Island communities and were shutded back and forth by the tug ROCKY RIVER.

Q. & O. decided these ships would be more efficient under their own power and Port Weller won the contract to convert the pair to diesel driven bulkers. BLACK RIVER was the first to be rebuilt and she cleared the shipyard October 20, 1952. PIC RIVER, a sistership, followed in 1953.

An Employee's Association was formed in 1952 to represent the interests of the workers and negotiate with thecompany. This was opposed by organized labour and the Ontario Labour Relations Board ordered an employee vote to determine who would act as bargaining agent. The workers supported the Employee's Association.

Net earnings for the 1952 season reached $4.13 per common share and long time Secretary Treasurer Horace Reay passed away after a long illness. J.F. Vaughan was named as replacement.

At a December 7,1953, meeting, Ansell proposed the purchase of the Port Dalhousie shipyard. This was the former Muir Bros, shipyard that dated from 1850 and it began with a floating drydock. The ROBERT WOODS of Oswego, N.Y., was noted as the first customer. A permanent drydock was built in 1866.The yard also built ships. The schooner AYR was the first in 1855 while the initial steamer was the ALBION of 18 75. But the shipyard was known mainly as a repair facility and, until the opening of the Fourth Welland Canal, held a strategic location above Lock 1 of the first three canals.

Ansell had serious concerns about " competitive interests" acquiring the Port Dalhousie property and urged approval of the purchase. He wanted to move quickly so they could assign winter work to the yard.

The Directors supported the purchase from agent Lawrence T. Porter. This was later ratified by the shareholders at 72,903 votes to nil. The final price was $261,420.41.

This meeting also proposed the purchase of land owned by Frank J. Walsh that would allow for an easterly extension of the drydock. Extra land at $1,000 per acre was also available and was to be investigated.

In addition to routine winter repairs and inspections, Port Weller contracted to repower the Mohawk Navigation steamer CAPTAIN C.D. SECORD. This vessel dated from 1900. The original quadruple expansion engine was removed and an 8 cylinder Burmeister & Wain diesel was installed. This power plant had originally served the British ship EMPIRE METAL which had been bombed and sunk at Bona Harbor, Algeria, January 2, 1943. The engine was salvaged in 1950 and reconditioned. The ship also received a new rudder and stern frames while the machinery space and after deck accommodations were remodelled.

 

The July 31,1954, Directors' meeting had to deal with a serious problem. Mr. Ansell was ill and unable to continue the day to day operations of the company. A management team chaired by A.F. Fifield took over and included W.A. Wecker, J.F. Vaughan, and George S. Cleet. The latter, who had been Plant Manager, was appointed Assistant General Manager.

Capt. R. Bruce Angus, a noted figure on the Great Lakes, was added to the Board of Directors in 1954. That year showed a profit although not substantial. Poor grain sales left companies in a financial position that required close monitoring of their investments. However, Port Weller added property east of the plant and purchased 17,000 shares of Dofasco as an investment. Further shares were added at a later date.

The completion of a third addition to the Colonial Steamship Co., fleet was good for the yard. A new SCOTT MISENERwas commissioned and The Hon. C.D. Howe was in attendance. Two tugs were also built at Port Dalhousie on speculation with the intent of maintaining a steady work force.

In 1956 Ansell suggested to John D. Leitch of the Upper Lakes and St. Lawrence Transportation Co., that he might wish to increase his share of the company. Upper Lakes had been involved almost from the start and Leitch decided to take up the offer. As a result, the Upper Lakes and St. Lawrence Transportation Company purchased allthe shares of Port Weller Dry DocksIn another arrangement, the company took over the assets of the Port Dalhousie shipyard. The latter had operated as a separate entity but joined the parent to avoid duplication of services effective August 1, 1956.

The company also decided to proceed with the construction of a large, new bulk carrier. The Seaway era was approaching and the Board correctly assessed there would be a need for more big bulkers. The ship was given the temporary name of "P.G. Kingsburgh" who was vice president and General Manager of the Upper Lakes and St. Lawrence Transportation Company.

The GREY BEAVER came to the shipyard for repairs following an October 23 grounding on Stoney Crest Island Shoal on the St. Lawrence near Alexandria Bay, N.Y. The vessel had bottom damage and, enroute, had a collision in fog on Lake Ontario with the JAMES B. EADS. This gave additional hours of work.

Ansell never regained good health and in December 1956, he resigned. The Board prevailed on him to remain as President. The position was less strenuous and allowedthe company to continue to draw on his expertise. At the time of resignation, the Board noted "that the establishment, development, growth and expansion of the company and of its enterprises were almost exclusively the direct result of the energy, business acumen and foresight of Mr. Ansell." Captain R. Scott Misener had paid him an earlier tribute in 1954 by renaming a ship in his honour. The C.A. ANSELL had previously sailed as FAIRLAKE and as the first RALPH S. MISENER. The vessel was retired in 1959 and scrapped at Port Colborne by Marine Salvage.

J.F. Vaughan was chosen to replace Ansell as General Manager. The same meeting also wrestled with the decision to lengthen the drydock building shelf to 228.6 metres (750 feet) and to develop a fit out berth of 360 metres (1,200 feet) along the east bank of the Welland Canal. These ideas were approved and proceeded in the months ahead.

On February 5, 1957, the International Brotherhood of Boiler Makers, A.F. of L., were certified as the bargaining agent for the employees of the plant. They won a contest vote with the Employee's Association and soon entered into a three year contract at the shipyard.

C .A. Ansell passed away November 7,1957. It was not a shock yet it required adjustment to the fact that the guiding hand was gone. Mr. J.D. Leitch of Upper Lakes was voted to the Board on the April 2, 1958 meeting and tiien appointed President for the unexpired term of Mr. Ansell.

A.F. Fifield also passed away in 1958 and J.F. Vaughan was appointed Director in his place. The company also decided to widen the shelf and purchase a crane for use there as well as at the fit-out berth.

The newsprint carrier CHICAGO TRIBUNE came to Port Weller for repowering in 1958. The vessel received a Fairbanks-Morse diesel engine that had been built in 1944. The original Sulzer diesel that dated from 1930 was no longer useful.