GNIC: Celebrating a legacy of building and repairing ships for more than half-century

Jun 11, 2017 News

---

By Kiana Wilburg
Entrenched in the arsenal of Guyana’s economic trials and tribulations, is the rich legacy of its

maritime trade. Since the colonial era, seaborne activities have played a pivotal role in supporting the nation’s business relationships with regional and international partners.
Undoubtedly, the industry is one which continues to assume a greater role of importance by the day, as trade in goods and services on the world platform continues to diversify and move at a rapid pace.
But as it is with every sector, there will be wear and tear, and this is especially so when it comes to vessels.
Ships are constantly in need of maintenance and, in some cases, they need to be assembled to suit a particular trading need.
At the forefront of meeting these demands is the Guyana National Industrial Company Incorporated (GNIC). With more than half-century in this arena, one can arguably refer to GNIC as the grandfather of maritime trade in Guyana. It has proven to be not only the oldest but the most experienced and competent when it comes to shipbuilding and repairs in Guyana. It is a legacy that the company celebrates and is most proud of.
Formerly known as GNEC (Guyana National Engineering Corporation) and Sproston’s Guyana Limited, this entity has also supported the energy services and manufacturing sectors in Guyana for several years.

In fact, GNIC has essentially become well known for its capacity to build and repair ocean-going and riverain vessels which include Coastal Trawlers, Transport & Harbours Department, MARAD Vessels, Passengers Ferries, Tugs, Pontoons, Suction and Hopper Barges and Launches. Private companies and state-owned entities have often sought out the tested skills of GNIC’s technicians and engineers.
The entity is also credited with designing, fabricating and assembling a massive 40 ft x 15 ft fuel storage tank along with several medium and small tanks for the Guyana Oil Company (GuyOil).
GNIC has also been recognized over the years by the Guyana Manufacturing and Services Association (GMSA), for its sustained contribution of a consistently high quality for over half-century in ship building, ship repairs, technological and engineering skills and other maritime-related services rendered to both the public and private sector.
In the past 10 years, the company has completed close to 200 works related to ship repairs and building.

HISTORY
The history of GNIC goes back more than 150 years to the colonial era when the company was owned by a private Scottish entrepreneur, Hugh Sproston. He was an international ship building and ship repair specialist. Many remember the MV R.H. Carr that was, in the 1960s, the sole means of transport between Mackenzie and Georgetown.

According to company officials, the journey took eight hours ferrying people from all walks of life – shoppers, businessmen and women, vendors and their goods. This ship was powered by steam originally. It was built in Saltney, Wales, 1927 then was converted by Sproston’s to use diesel in the 1950s.
Sproston’s Ltd. had installations on Arvida Road (now Republic Avenue), Mackenzie, Linden and at Lombard St., Charlestown, Georgetown.
In Georgetown, Sproston’s biggest boast was having the largest dry-dock in British Guiana period. That has not changed. Numerous docks have sprung up in Berbice and on the East Banks of Essequibo and Demerara, but the GNIC dock, with a maximum capacity of some 800 tons, remains one of the chief ship repairing facilities in coastal Guyana, possessing the required human and machine expertise.
Back in 1976, 10 years after British Guiana won Independence, all Sproston’s facilities, which were then owned by the Aluminum Company of Canada (ALCAN), were nationalized into the Guyana National Engineering Corporation.
ALCAN had also been playing a significant role in the production of alumina at the Demerara Bauxite Company which was itself nationalized in 1971. The company changed ownership again in 1995 by the leasing of the infrastructural facilities and compulsory acquisition of plant and machinery under the umbrella of the Guyana National Industrial Company Inc.
The shipyard continued operations through the years unhindered by political, social and ownership changes. The operations as a whole now involve handling of containerized and break bulk cargo, inland inter-modal transportation logistics services, naval architecture and marine engineering services, steel construction and equipment and machinery sales.
The range of services is wide and diverse and management all around insists on quality and meeting deadlines. For GNIC, officials posit that quality assurance is the main reason why their customers return to have their vessels repaired, equipment and cargo properly handled and transported, and their steel structures and facilities constructed to last.
GNIC is now operating on a more competitive basis and has expanded its customer base to marine vessels used mostly in the agriculture, transport, mining, fishing, construction, and housing.
CEO of GNIC, Mr. Clinton Williams said that the company can be categorized as a mini industrial conglomerate with the following as its major areas of operations: Shipbuilding and Repairs, Port Operations and Project Management.
Williams noted that going forward, GNIC has the capacity, but will be looking to upgrade and expand its facilities. Additionally, the company will continue to work with the Board of Industrial Training to provide apprenticeship and on the job training in the areas of welding, fabrication, machining, marine and bench fitters, plumbers, carpentry etc.
Training is one of the strengths of the company and over the years, it has provided same to more than 1000 Guyanese. The major challenge for the company right now is the illegal beach operators who put vessels at risk by dragging them up on beaches for repairs rather than a proper dry-docking.
The company has been appealing to ship owners to avoid this unsafe practice as it puts unnecessary strain on the hull integrity of vessels. This could make them unseaworthy.
The company continues to tender for jobs and they are yet to be beaten on quality, price, experience and competence.

---

---