Irish Shipping

Irish Shipping Limited was an Irish state owned deep sea shipping company, formed during World War II for the purpose of supplying the country's import needs. Its ships were usually named after trees. Its contribution to Irish neutrality was recognised by the government after the war. In the post war years the company continued to operate as a commercial strategic reserve until 1984 when, as a result of taking on a series of expensive long term time charters, it was forced into liquidation.

Ireland had declared its neutrality when hostilities broke out and in the early years of the war much of its food needs were carried on board Allied vessels. The Irish government realised that they needed to be more independent and self sufficient. In February 1941, Seán Lemass, the Minister for Supplies stated that "The creation of an Irish mercantile marine was necessary, as it was as important for the national safety as the Army". On 21 March 1941, Irish Shipping Limited was formed as a company majority owned by the state, which held 51% of the shares. 43 3/4% were owned by Grain Importers Ireland Ltd and the three largest shipping companies in the state, Wexford Steamship Company, Limerick Steamship Company and Palgrave Murphy Limited, held 1 3/4% each. Each of the shareholders also had a representative on the board. Unfortunately the new company had a major problem in that it had no ships and needed to acquire some. Lemass's ministerial secretary John Leydon became the first chairman of Irish Shipping.

Ships of all forms and in all conditions were a very scarce resource during the early years of the war. The company management took control of whatever tonnage, in whatever condition, they could lay their hands on. Its first ship was the which was located in Avilés, Spain, as the Greek flagged Vassilios Destounis. It had been abandoned following an attack by a German aircraft in the Bay of Biscay and towed into port by Spanish fishermen, where it was purchased by Irish Shipping.

The nature of the conflict and of the state meant that Irish Shipping had some unusual influences on its commercial operations. This led it into a number of other commercial ventures, most notably marine insurance and ship repair, where it might not necessarily have wanted to be. A combination of the war, and that Irish vessels were sailing out of convoy, led to impossibly high premiums for goods carried in Irish ships. This encouraged the company to set up its own successful marine insurance business which it sold to the Insurance Corporation of Ireland after the war.

The 1954–1967, 1958–1965, and 1959–1965 were the only tankers ever operated by ISL. The Irish Hawthorn and Irish Blackthorn were steam turbine vessels and were sold in 1965. The Irish Holly was primarily a coastal oil tanker, triple expansion steam engine. This vessel survived in the fleet for some time after the two larger vessels.

The and were built in Japan and delivered in 1976.

The company took delivery of their final vessel, the in 1983. Built in Verolme Cork Dockyards, it was a Panamax bulk carrier of Its ordering and build were the subject of much controversy with many feeling that the Irish government put undue pressure on the company to place the order to keep the dockyard open.

On 14 November 1984, the Irish government surprised most observers by placing Irish Shipping Ltd into liquidation. Maurice Tempany, a senior partner at Ernst & Young was appointed as official liquidator. He quickly set about laying off the staff and making preparations for the sale of the ships. With four ships still owned by the company – Irish Maple, Irish Rowan, Irish Cedar and Irish Spruce – as each came into port it was arrested and eventually sold.