Wallasey History-Ferries

Updated: 14 October 2008

Popular locally is the belief that the monks of Birkenhead Priory in medieval times ran the only and first ferry 'cross the Mersey. It is likely that others also ran ferries 'cross the Mersey but were suppressed by the all powerful Prior who apparently would stop at nothing to maintain Priory dominance over local Lords and commoners. Birkenhead also had Ferries but we do not deal with those here. In my research the name "stoke" cropped up a few times, it confused the hell out of me at first, wondering why Stoke should figure so prominently in stories of the Mersey. The first mention of it involves the running of dispatches by William III from his \military encampment on the Leasowes. Now I know it to be an area roughly where Seacombe Ferry is now. In 1396 there is a reference to Tokesford near Wallasey Pool, I imagine it to be the same region.

Site of the Priory

The abbot did not want his "nice little earner" being spoilt by the possibly dozens of other entrepreneurs who plied the river in small boats for a penny or two. They operated from a site now marked by a small slipway, easily observed from the Ferry at Woodside, about 50 yards upriver. "William de Lasceles, Richard de Hough the Younger, Richard Sampson, John Corbyn, John & William Hondessone of Secum, William Hondessone of Thornton, Gregory, son of Robert of Secum and John de Clagton complained that Robert, Prior of Birkenhead, and John Wodenot, Woodward had taken an anchor and rope of theirs at the Mulnehowe, where they had no right to be.

Monks Ferry is just past that inlet on the other side of the Ferry

The Prior replied that he was the Lord of the Manor of Clagton in right of his church of St James of Birkenhead and he found plaintiffs with the anchor and chain, at\ the Mulhehowe, where they had no right to be. (It's seems clear to me that the Abbot recalled little of the incident as he said he took a chain, not a rope). Plaintiffs alleged that they were Lords of the Manor of Secum and, therefore, had the right of passage across the Mersee and could load and unload their boats at Waleysepull and between Waleyespull and Ranildspull either in Clagton or in Secum. This always had been the right of the men of Secum. The jury, naturally fearful for their souls, gave the verdict to the Prior and the Plaintiffs were fined thirteen shillings. I think this account is fairly indicative of the power the church held over the lords and the Commoners. Medieval Kings did nothing without the "blessing" of the church!

In 1396 there is reference to a ferry which crossed Wallasey Pool at "the hooks" (now believed to be in the vicinity of Duke St Bridge). Thomas Lasselles and his family had been running this ferry from a time in the far distant past. Longer than anybody could recall at that time. This ran from Tokesford across the Pool. The name suggests that, at low tide, it was possible to ford the Pool and at high water, the ferry ran. These conditions existed until the Pool was built into dockland, being tidal. Again we have Birkenhead Priory interfering in time honoured traditions. They established a "new ferry" which later became known as "the ferry at the hooks", causing injury to the rights of the Lasselles. I presume the Lasselle family then "sank without trace" as there is no more mention of the family nor their long established ferry.

Later, in 1552, proceedings were underway against the Lords of Tranmere (Yes, you've guessed it, by the Priory) alleging infringement of ferry rights. ("their" rights?). John Minshull, in reply, stated that his ferry was the ferry of Secum which has been leased by the Crown in 1541 to William Bromley, and from him to John Minshull. The result of the action is not recorded. It is generally thought that by listening to talk of Secum Ferry we should look to its present location, but in fact it could have been operating from Tranmere. The Lord of Tranmere was the "operator". Mentions of the ferry also occur in accounts dated 1626 and 1715.

In the eighteenth century, 5 Ferry houses existed in Cheshire. Ince, Eastham, Rock (Rock Ferry), Woodside and Seacombe. in 1797 it was recorded that passengers were advised to make an arrangement with the ferryman beforehand and not pay until the return journey, when a boat would be hired to take them over. Regular passengers paid 2d, the wealthier 6d. Strangers were "imposed upon".

1816 and ferry rights were the subject once again of a legal wrangle. The Rev James Mainwaring was in dispute with Mr Richard Smith with the latter winning his case and who, for many years, leased the ferry to Thomas Parry who ran it in conjunction with Parry's Seacombe Hotel and enjoyed a high reputation. (This hotel was later named Stoke's.

In 1823 there grew an argument between Sir John Tobin and one of the two Parry brothers, of Seacombe Ferry. It came to a personal level and legal action was taken. As a direct result of this, the Egremont Ferry came into being. Construction began in 1828. In an inquiry into Capt Askew's affairs (he operated Egremont ferry) it was revealed that he was not keeping to his agreement. The two steamers he owned to run on the ferry were being used to act as "tugs" to sailing vessels at the cost of £1 per tow. Passengers, stranded at Egremont ferry, complained. Out of this grew the Egremont Steam Ferry Company.

Sometime after 1835, but before 1843, a landing stage was constructed in Brunswick Dock. It was for Seacombe steamers and was apparently operated at the south end of Princes Dock. It was\described as having an engine on the stage itself, the stage being on wheels, running on lines laid on the top of the slip. In 1858 the engine was moved to an engine house and from here the stage was hauled up this slip to suit the level of the tide. By means of a chain it was raised, lowering used the force of gravity (thank heavens for Newton!). Over at Seacombe, the landing stage was described in a similar fashion but ran on rails by a mobile steam engine. Fare was 3d.

In 1840 plans to introduce yet another ferry "Seabank Ferries" never got off the ground but, for some reason, it has a mention in the history of the Wallasey Ferries.

In 1845 it is recorded that a Mary Sharples ran both the Egremont Ferry and the Egremont Hotel. In 1847 a John Fletcher, of Toxteth Park, Liverpool purchased the lease. In 1850 the Coulbourn Brothers owned it who then sold it to the Council in 1860!

Mr Edward Warburton Coulbourn bought Egremont & New Brighton Ferries in 1850 and managed them both for some time. His brother William Rushton Coulbourn joining the venture in 1859.

When William Carson assumed the role of Ferries Manager, he took it upon himself to design an iron pier for New Brighton with the first floating landing stage. Whilst this \was under construction, in 1865, a ship, the Lamport & Holt's "Galileo" ran into it. The helmsman had apparently misheard "larboard" for "starboard" and, also did not query the order. Weather conditions at the time are unrecorded. The Pier was eventually opened in 1867.

In 1874 Carson designed and had built the Egremont pier.

By 1876 Seacombe Ferry carried annually some 1 3/4 million passengers. An 1872 Act called for a new Ferry Terminal. 4 acres of land was claimed from the river by an enormous building programme and on this site was built the Seacombe Hotel. What was to become the Bus Terminal and cobbled roadway. The landing stage for the ferry was to be a 314 foot by 82 foot floating stage. 4 gangways were built and two bridges would lead to the Terminal pay boxes. There was also a railway wagon section with rails leading to the Birkenhead dock system, although this was never used as the Mersey Dock's & Harbour Board, in Liverpool built the floating roadway and joined it to the Princes Landing stage minus rails. Total cost of the entire Seacombe development came to £143,508 9s 0d. The ferry opened for business on 5^th February 1880.

Princes Landing Stage late 60s

In 1907, a fierce westerly gale blew the New Brighton landing stage from its moorings, causing the connecting bridges to fall into the water. In 1921 the old stage as replaced.

On the 12^th February 1909 the SS Ottoman rammed Seacombe landing stage. One of the gang planks was wrecked and some of the structure damaged. Until 1925 necessary repairs were all that were administered to the landing stage. In that year a larger stage and a triple track floating roadway was built, being opened by the Earl of Derby on the 23^rd October 1926.

In 1928 traffic increased so dramatically on New Brighton ferry that this caused the Corporation to reconstruct and enlarge the end of the pier.

Egremont pier was replaced in 1929. In 1932, a tanker, British Commander, broke its moorings and drifted side on, into Egremont pier, wrecking it. After repairs it reopened in 1933.

The Corporation decided to refit and remodel the entire ferry frontage; the work taking 3 years beginning in 1930. and costing £93,443. I can clearly recall it as very "art deco" but I did not really appreciate as much at the time. The payment booths were, on reflection, works of art. A spacious booking hall the roadway was divided into an "in" and an "out" circular with gardens in the centre. A covered access to the buses was provided (mine was the No 3 and No 5, dependant on the route. No 3 as I recall took a route, after Wallasey Village, of down Leasowe Road, down Twickenham Drive, through Leasowe estate, Castleway South, Birket Avenue and left onto Reeds Lane. In Moreton the No 3 went right at Moreton Cross, and along Marylands and Townmeadow Lane. No 5, via Wallasey Village, along Leasowe Road to Reed Lane, straight across Moreton Cross, left down Borrowdale Road to Blundells Drive. Whilst on this little aside, the No 7 & 8 ran from New Brighton, the 7 following the 3 after Wallasey Village and the 8 following the 5.

A clock was incorporated into a 90 foot tower, an extensive council repair shop and some office accommodation.

This was all opened on 10th April 1933. I can clearly recall the large deco framed windows fronting the bus stops along the left hand side as you exit the Terminal. I believe they are still in place now.

Also in 1933, travelling habits of the commuters began to change with the introduction of buses instead of trams. Businessmen, particularly in the winter, preferred to get a bus to Seacombe and take the much shorter ferry trip across the Mersey. In 1936 the Corporation decided that the New Brighton ferry would now only run during the summer months. It was a wise decision as the New Brighton - Liverpool railway was completed in 1938. New Brighton ferry became the main means of transportation for holiday makers and day trippers.

In May 1941, a coastal vessel, the Newlands, rammed Egremont pier and damage was so extensive it was not rebuilt.

In 1958 a reinforced bridgehead was installed at a cost of £12,000. Other work was carried out and the New Brighton ferry sailed on into the Swingin' 60s, closing still in the winter. The famous cruise boat, the Royal Iris, frequented the ferry during this period. And, when not taking ferry passengers, she embarked on river cruises. Another reason for the downfall of New Brighton ferry was the introduction of the car to the masses, also in the 1960s. Now a more affordable means of transportation meant that holiday makers could travel further afield than a day trip to New Brighton. They began to visit places such as North Wales and Blackpool. And further north, the Lakes. This, I believe, sounded the death knell of New Brighton as any form of resort. On my last visit to New Brighton, there were so many places "not to park" I wondered if it was actually worth any further visits.

Prior to Wallasey Corporation buying out the privately owned Ferry companies, they were haphazard and barely a timetable was met. Along with Birkenhead, Cheshire ran controlled all ferry traffic to Liverpool. From the time Wallasey Council assumed control, the Ferry has become famous the world over, particularly since the swinging sixties. Liverpool had actually very little to do with the famous "Ferry 'cross the Mersey". An undated reference to early ferries remarked that the ferry was not running because it was out towing, passengers being kept waiting for hours. On occasion, passengers would be stranded in Liverpool, no boat crossing to collect them. Their answer was unfortunate and time costly. They had to take the Birkenhead Ferry to Woodside, walk along the Wallasey Pool, on the wrong side to near Bidston, around to Poulton, and home, a distance of many hours! I have read of early references of local ferry traffic crossing the Pool, maybe it was not in existence at this undated time? It was also not uncommon for passengers to receive a thorough soaking by falling from planking placed between boat and sand.

Apparently, at no time at all, was Liverpool involved in the Mersey Ferries; all the boats being owned and operated by "our side" of the river. In my lifetime, Woodside boats were Birkenhead Corporation, Seacombe & New Brighton, were Wallasey Corporation. Now, in this 21st century, Mersey Ferries runs a very streamlined cut down service where one solitary boat covers Woodside - Liverpool - Seacombe - Woodside. And a bit of a con job here too. The last time I used the Woodside Terminal (Aug 2008), they charged me & my daughter "tour price" of some £7+ as it was after 0930. The boat is supposed to tour the river before depositing its passengers at either of the three stops. My boat ran straight to Liverpool and no tour!!

New Brighton Ferry 1835 and Seacombe around 1817

Seacombe Ferry in 1876 and the building of Egremont Ferry after 1821 but before 1835

Egremont Ferry in 1878

Egremont Ferry approx 1895

Plan of Seacombe Ferry & Approaches 1878

The Ferry Vessels

Sir John Moore

Early ferries seem to have been little more than single mast boats, little larger than ships lifeboats we know of today. Landing passengers were either carried ashore or waded the shallows. Interestingly, when a horse was brought on board or was in the process of a sale, some would ask if it could stand in a boat, and, or jump cleanly from boat to shore! This apparently affected the price!

Businessmen were now beginning to look upon Wallasey as a "desirable place of residence" and the introduction of steam gave the impetus to a growing population. In 1821 only sailing ships sails the river, whereas, in 1823 steam packets ran hourly services across the river. These two boats could have been the "Alice" and the "Seacombe". In a 1819 newspaper mention is made of the Magazine Ferry run by a Mr Roberts. In a Liverpool publication there is mention of sailboat ferry from Magazine - Liverpool in 1821.

Two steamboats appear to have operated between Hoylake and Liverpool. The "Hero" and the "Paul Pry" are also recorded as calling in at Magazine's on their way from Liverpool. Many of the Magazine passengers will have had business there with many of the ships that used the locality as an anchorage. Point to note is that many of these ships were armed, and would be depositing their powder at the Liscard Magazine before proceeding to dock. Who owned these two steam ferries is unknown. By 1846 this immense traffic had all but vanished, sailing boats still ran between what is now Princes Pier to Magazines. Wallasey steam ferries were by now operating from Seacombe, Egremont & New Brighton.

The earliest steamer recorded was Sir John Moore a wooden boat built in Dumbarton in 1826. A strangely long funnel supplemented by a mast and sail.

In 1834, passengers of Egremont Ferry made complaint that their Ferry was not there. It had been taken out by its owner, Capt Askew, engaged in towing sailing ships, for £1 a go!

By 1856 the Fleet consisted of Tiger, Elizabeth, Wallasey, Thomas Wilson, Fairy, James Atherton and Queen of Beauty. All were iron except Wallasey. The Queen of Beauty had been described as a "gentleman's boat". All were small paddle boats, probably about 150 ton, open decks and a narrow bridge for the captain. This bridge stretched out over the paddle wheel coverings. The engines of these engines did not actually have much power. The Thomas Wilson (1845) would have her engines giving up halfway across the river. It took the engineer to insert a crowbar between the planking and levering the crank. On an unknown date, passengers arrived at Seacombe Ferry to find a funnel protruding from the river! Apparently the bottom had become holed at low tide and when the tide rose, the boat did not.

The Gem

The Gem, which had been briefly called Liscard, left Seacombe Ferry at approximately 0930 hrs on 26th November 1878. She was carrying about 250 passengers, rather too many to be considered safe. There was a dense fog. In the river lay the sailing ship Bowfell, a Brocklebank ship, at anchor. The tide was running at flood and the Gem was pushed into the bows of the Bowfell. The ships bowsprit knocked over the funnel and caused a panic. Some passengers were pushed overboard and 15 were killed. The panic was unnecessary as the boat had neither been holed nor in danger of sinking.

In 1861 The Coulbourn's right to the ferries were purchased by Wallasey Local Board. They appointed Mr B Poole as the first Ferry Manager. He was succeeded by William Carson in 1863, who managed till 1881.

New boats were commissioned around 1862 and new gangways were ordered from Scotts of Tranmere at this time. They were larger than previous and had a saloon, the floor of which was lower than the deck and light came in from side windows. The deck above the saloon was fitted with seats. One of these, the Mayflower (241 tons) another being the Waterlily of 204 tons, which could carry 790 passengers. 140 feet in length, 40 foot wide across the paddles.

Waterlily

Carrying coal gas illumination, the Waterlily was a floating bomb in that she was carrying a large container beneath deck for this purpose. One stray spark and it would have ended up in the great breakers yard in the sky! A third built was the Wildrose, of 241 tons.

In 1863, William Carson designed the Heatherbell. 205 tons, the first ferry with two funnels. She had cabins below deck and saloons on deck, over which ran a promenade deck. She was 160 foot long and could carry 807 passengers. She ran on New Brighton - Liverpool for 14 trouble free years.

Heatherbell

In 1864 the Mayflower (241 tons) was on the river on 13th January 1864. She got carried away by the tide and, also in dense fog, found its way alongside the Stuart & Douglas ship, the Ellen May. Passengers were transferred on board and were entertained by the ships officers until the early hours when another ferry, sent out to search for the Mayflower, arrived on the scene. Also in 1864, the tiger was sold for £500. The Wildrose was considered by many to be unseaworthy. William Carson, Ferry Manager, publicly refuted this but it was on records as being the subject of penalty clauses to the debt of £900 for default in her construction and delivery. Obviously, something was wrong.

Growing volumes of traffic brought the need for the provision of newer, bigger boats. A Glasgow company was commissioned to build 3 new boats. Daisy and Primrose of 285 tons and Sunflower of 242 tons, would be for freight. They were delivered in 1880. Sunflower was badly designed for freight, uneven loads would cause her to list dangerously. So she was refitted for passengers, being extremely successful, as were the other two. All were twin funnelled and could take up to 950 passengers. Hulls were divided into watertight compartments, safety being considered for the first time. Daisy actually remained in service up to 1910.

The second Wallasey of that name was built in 1881 and was the first screw driven boat of the fleet. For 10-15 years the Wallasey coped with the luggage traffic and then an ex Birkenhead boat, the Woodchurch, renamed Shamrock, was purchased, to supplement the freight. It didn't last long.

In 1883 the Violet of 273 tons commenced 15 years service. In 1884 the Crocus (301 tons) and Snowdrop in 1885, sister ship. Both were twin screws and could accommodate 1300 passengers. In the early 1890's, Crocus did the same as the Gem had done in 1878; this time the bowsprit of the Eurydice took away both funnels!

Crocus/Snowdrop

In 1891 the arrival of the Thistle saw a return to paddles and was a great success. John Herron and Pansy followed in 1896. Pansy was eventually lost in Bull Bay, Anglesey en route to London during WW1.

1901, the ferry Seacombe was built. Also same year, the Lily and the Rose, both 514 tons and passenger capacity rose to 1800. Screw propelled.

Lily/Rose 1901

In 1906 The Iris and the Daffodil appeared, two very famous names in Mersey Ferry history. Both were used on a Naval raid to Zeebrugge on 23rd April 1918.

In 1910 John Joyce and Snowdrop (second of that name) entered service, both being built here by Cammell Laird. John Joyce was originally destined to be the Bluebell but, for some obscure reason, the board of Trade refused permission. Snowdrop served until 1936 when sold to Dublin, then to Cork 10 years after. During WW2 Snowdrop was a tender on the Firth of Forth in Scotland renamed the Thane of Fife.

Iris in 1918 and Daffodil II on return from Zeebrugge - not yet "Royals" but soon to be

Zeebrugge 23 April 1918

The object of the British attack was to prevent German submarines from using Bruges as a base, by blocking the Bruges Canal at its entrance into Zeebrugge harbour. As this was to be effected by sinking three old cruisers, which would have to pass batteries on the Mole, it was first necessary to destroy these batteries. The vessels chosen to carry the troops for this attack were the cruiser Vindictive and the two Wallasey ferry boats, Iris and Daffodil. The ferry-boats were chosen because they only drew eight feet six inches of water and therefore could be safely taken over minefields; also, having double hulls, they were practically unsinkable. On reaching the Mole at Zeebrugge the Vindictive’s anchors failed to hold, and the captain of the Daffodil, although wounded, pinned the Vindictive to the Mole by manoeuvring into position against her. The Vindictive’s gangways were then dropped to the parapet and the landing parties stormed across them. In order to keep in position an enormous head of pressure had to be maintained in the Daffodil’s boilers. This was a strenuous effort for her engineers, and it is even more remarkable when it is realised that the engine-room was holed at one point and two compartments flooded.

During this time the Iris was making an unsuccessful attempt to land her troops as the scaling ladders would not hold. Her captain then decided to land his troops via the Vindictive, but no sooner was his ship in position alongside her than the Daffodil sounded the retirement, showing the operation was complete and the Iris, to the bitter disappointment of all on board, was instructed to cast off and make her way home. Turning away northwards, she came within range of the shore batteries and received hits which smashed the port end of the bridge and left her conning positions on fire. By now she was well off course and was once again hit by gunfire off the Mole. These shells crashed through her sides and swept her decks, causing her casualty figures to rocket from three to one hundred and fifty in a few minutes. The only thing which saved her was that Lieutenant G. Spencer, her navigating officer, although wounded, had managed to correct her course in the split second before the shells landed and, as the helm was swung over, the Iris answered. At this point a British ship came between her and the batteries to hide her in smoke. With this momentary respite she was able to set off her damaged smoke canisters and retire behind her own smoke screen, but not before three more shells from the heavy shore batteries had found their target.

Desperately crippled, with an appalling loss of life, a fire raging beneath her bridge which two of the men were finally able to control, and with flooding in her forward compartments, the Iris limped home to Dover. There she found the Daffodil had already arrived, having been towed in by another ship, the Trident. For this heroic service the two ferry-boats were given the proud designation ‘Royal’. The bullet-riddled funnel of the Royal Iris stood for many years on the south side of Seacombe ferry as a memorial. Ultimately, as the rust, spreading from the shell and bullet holes, became uncontrollable, the funnel became dangerous and had to be demolished.

1921. Leasowe and Liscard joined the fleet.

1922 saw the arrival of J Farley and Francis Storey which both spent 6 years on the Seacombe route before being transferred to New Brighton.

J Farley (left) and Francis Storey

1927. Rose and Lily were sold to Dublin and then became passenger tenders in Queenstown (Cork). Rose was broken up in 1951 in Preston. Lily was wrecked in 1943. Marlowe and the third Wallasey replaced them. Up to 1958 Wallasey was still in service but Marlowe had been sold on.

1927-1930 is the date of this image of the Marlowe. Note: that after a life of only 18-20 years, the Liver Building is already black!
Image: national maritime museum http://www.liverpoolmuseums.org.uk/maritime/archive/stewartbale/waterfront/

Perch Rock joined the fleet in 1929.

The Royal Iris went on to Dublin in 1932, in 1939 moved to Cork and, in 1947, was renamed Blarney. Hardly seems fitting really, for such a famous boat.

In 1932 Royal Iris II. She had a third deck and upholstered seats. In 1947 the II was dropped and in 1950, was renamed St Hilary, and was then sold on in 1956.

1934. The Royal Daffodil, pictured above, was sold and was employed on cruises in Kent for a further 4 years. Royal Daffodil II was launched. In world war two, one of her duties was as tender to troopships. She would stand by, during raids, to take off troops in the event of a ship being hit.

On 8th May 1941, she was tied up at Seacombe and suffered a direct hit by a German bomb. Although damage was not extensive, she sank at her moorings. One casualty, and engine room worker was blown out of the engine room, minus his false teeth!! It took the Mersey Docks & Harbour board 13 months to lend Wallasey heavy equipment to raise her; minus funnel and mast, but inclusive of 300 tons of mud and silt. Marine growth had, in 13 months, covered the structure. Due to other vessels being on "active service", it was decided to repair and reinstate her in the fleet. On 2nd June 1943, she re-entered service. Quite a bit of her interior decor was not replaced until much later.

These active service boats were the J Farley and Francis Storey (image above). They were used to operate the anti submarine nets. The ferry crews impressed the Lords of The Admiralty to such an extent, they ordered that the crews remain with their boats, operating this important service.

When the war ended in 1945, The Ferries Manager suggested a week of dance cruises to celebrate VE Day, and again, later, VJ Day. The BBC having heard about this, broadcast on 23rd September 1945 from the Royal Daffodil II. These dance cruises proved so popular that they became a regular event right through into the 1960s.

Readers will recall previous mentions to the dense fog experienced on the river. This was a regular nightmare to the Ferries, crossing and re-crossing the river whilst many merchants were also on the river. This they not only managed but they kept to their timetables as well. The development of radar during WW2 saw, in 1947, the fitting of Cossar radar to the 90 foot tower on Seacombe Ferry terminal. I remember this well, in the 60s, the rotating green horizontal scanner. This gave Seacombe a world's first. The first land based radar station in the world. In the control room below, the controller would talk to the boats captains via VHF. The Captain maintained full control of his vessel, but now had an extra pair of "eyes" to guide him on the foggy river. This service was later on extended to Birkenhead Ferries. See also 1959 below.

I can recall crossing the river, in the 1964/65 winter, in dense fog. The Ferry made an unexplained turn to port and the ghost of an anchored merchantman loomed out of the fog to starboard. Thank you, Mr Controller. There was also, on many an occasion, in clear weather of the boats zigzagging across the river, weaving in and out of the anchored merchants, awaiting either tide or moorings. Oh how I wish I had owned a camera back then. But, as I earned only £2.17.4d a week, most of my money was taken in "rent" by my mother.

Wallasey Ferries ran an all night service, night oats leaving at hourly intervals. It was not cost effective to run a fully crewed ferry boat, for just a few passengers. With this in mind, Wallasey purchased a Fairmile Launch from its owner in Bournemouth. If you look here and here you can see my pages on these magnificent SOE operated boats from WW2, which also operated from coastal ports in the south in attacks on E Boats etc. Called the Wallasey Belle

WW2 image of a Fairmile Launch

she was used on the night service for 3 years from 1949. As I lived in Liscard, albeit aged 1 and 2; its possible I could have seen this vessel on the river, moored, when in my pram!! Well, I could have done!

The Royal Iris we all knew and loved arrived in the scene in April 1951, having been launched in 1951. Actually Royal Iris III, she was just named Royal Iris and reached her peak in the Swinging Sixties on the river. The Beatles performed on her as did many famous and not so famous pop groups. Dance cruises took place all summer long and enjoyed by many thousands of people. The sight of the royal Iris on the river on a summers evening, in her matt yellow and emerald green livery was as common to local folk as a football is. Her fate is unknown at the time of writing but we have another Royal Iris on the river in 2008, a renamed Birkenhead ferry vessel now known as Royal Iris of The Mersey.

Royal Iris (undated)

I saw her on the river hundreds of times and travelled aboard her when operating as a ferry, to New Brighton, from Liverpool, on many an occasion. She was the first Mersey Ferry to run on diesel, and also the first specifically designed boat for cruising. Fully enclosed decks, a sun deck on top. She had a ballroom, licensed bars, cocktail bar and a smoke room. She also had a fish and chip saloon. During normal ferry trips, these facilities were closed. She could accommodate 2300 passengers in ferry trips and 1000 on cruises. The engines were extremely quiet and very efficient. On educational cruises, the Captain, over a tannoy, would explain to children the various landmarks and information about them as they were passed on the trip. This boat, incidentally, was built in the same yard as the Sir John Moore of 1826. Denny of Dumbarton.

In 1951 Francis Storey was sold, strangely enough, to Cork! But J Farley was ought by the Admiralty in 1952, for "experimental work". Leasowe joined the fleet in 1951, and Egremont in 1952.

Egremont, as she now appears in Devon

From Liverpool, HMS DUKE OF YORK was to be towed to Gareloch to be laid up with other ships. She damaged her last vessel, at Liverpool. On Friday September 7th at 10 pm she was in collision with the new £250,000 Wallasey cruise ship, the ROYAL IRIS, in the Mersey, off Gladstone Dock, Liverpool. ROYAL IRIS was nearing the end of a three hour cruise organised by the Merseyside Branches of the Amalgamated Engineering Union. The ROYAL IRIS is electrically operated and went temporarily out of control. She was carried by the floodtide against the battleship. ROYAL IRIS was damaged about the superstructure. Over 60 people were injured, most of them superficially. The ROYAL IRIS called at Liverpool, where three people were taken to hospital for treatment and then she crossed the river to Seacombe Stage where a fleet of ambulances and taxis took over 60 people to hospital - only 10 were detained. This info found here:

http://freepages.family.rootsweb.ancestry.com/~treevecwll/yscill.htm

The year of this incident is not recorded. But must have been between 1951 and 1958.

I also found this little gem:

The ROYAL IRIS also had the dual role of being principal summer cruise boat and for this, she was designed with a Class III passenger certificate to enable her to sail on short excursions to sea. Originally the ROYAL IRIS could carry 2,296 passengers on her Class V certificate, and 1,000 when running on her seasonal Class III certificate.

April / May 1985 : She made a journey, around Land’s End, on a publicity drive for Merseyside. She sailed to London and under Tower Bridge, and berthed next to HMS Belfast. She completed the 1,500 mile trip without incident. Remarkable, especially considering her earlier brush with HMS DUKE OF YORK, September 1951, in her first year.

GREENWICH INDUSTRIAL HISTORY

"Volume 8, Issue 3, June 2005"

She was built in 1950 by the famous William Denny Bros, Dumbarton as a twin screw, diesel electric ship for Wallasey Corporation. She was the largest and most commodious vessel ever built for the all year round service from Liverpool to Seacombe and the summer service to New Brighton. Her gross tonnage was 1,234 tons and she was 160 ft overall in length and 48 ft in breadth. Outwardly she differed from any other ship and carried the Borough coat of arms proudly on the front of her streamlined, unusual and futuristic looking superstructure. Her hull underwater was designed to facilitate instant manoeuvring and control in the often-crowded shipping lanes of the River Mersey. She was also capable of withstanding gales, which regularly sweep the Mersey Estuary, especially during the winter months. She had a large area for dining and drinking and a spacious dance floor. A fish and chip cafe was an integral part of original design. Her passenger accommodation had room for over 2000 under cover. The Royal Iris's most distant seaward destination from Liverpool was to the Bar Lightship, 14 miles northwest and she also traversed the Manchester Ship Canal, carrying cruise passengers. In November 1991 she was sold for use as a floating nightclub in Liverpool, and later to the Thames. Today she is laid up in a neglected and derelict condition.

June 1957

That month Sytner also launched another happy Merseyside tradition that was to continue for more than four decades—the Cavern’s legendary "riverboat shuffles," a series of four-hour dance cruises up and down the River Mersey aboard the M.V. Royal Iris, a beautiful, Art Deco-style ship that had been plying the river since 1951 and was popularly known as "the fish and chip boat" for the food served onboard during the dance cruises. The 'riverboat shuffles' continued until 1990, when the 40-year-old Royal Iris was retired from service, sold off and relocated to its present berth on the Welsh coast, where it now serves as a floating casino. According to Mark Lewishon, The Beatles played on the Royal Iris four times and, on the first two dates, shared the bill with Acker Bilk's Jazz Band. 25 August 1961; 6 July 1962;10 August 1962; 28 September 1962. There is a poster today, in the Cavern, advertising this very concert.

Thanks to Chris Allman and “gerrysea” of http://www.shipsnostalgia.com for the above quotes. Visit the site for more background.

She is currently laid up on the River Thames near the Thames Barrier Gardens in Woolwich, London. Date of this detail in unknown.

This info found here: http://freepages.family.rootsweb.ancestry.com/~treevecwll/yiris.htm

In 1958, Royal Daffodil II (the third) joined the fleet, image below. Replacing the Marlowe, she also operated on Summer weekends, supplementing the New Brighton trips, filled with day trippers. At this time, elsewhere, the St Hilary, ex Royal Daffodil II, was still in service.

Royal Daffodil II 1958

In January 1959, the Wallasey News ran a story of three very brave heroes of the Wallasey Ferry staff at Seacombe. At the time of writing I am about to contact West Cheshire Newspapers in an effort to obtain a copy of the story. During one of the worst fogs on record, on the river, snow and frosty roads, the motor of the radar scanner failed. On top of this 90 foot tower, in a bitter wind, 3 Ferry employees kept the scanner turning by hand for over 4 hours until the motor had been repaired. Through their valiant efforts, a 15 minute service was successfully maintained, with visibility almost zero. These 3 employees deserved medal for their efforts and I hope they were amply rewarded.

In 1964, the Ferries and Buses were amalgamated into Wallasey Transport. And, in 1969, Wallasey and Birkenhead Transport became the Merseyside Passenger Transport Executive and thus, lost their individuality and "uniqueness". At this point I would make mention of Crosville Buses. They ran the F34 and F39 from Liscard to West Kirby, routes differed slightly, dependant on number. So well known and always on time. What became of them I wonder? They were always punctual, clean and fast!

In 1976 The Egremont was sold to the Island Cruising Club of Salcombe in Devon and became their floating Clubhouse. She still looks very nice and shipshape and very well looked after. She has had her after prom deck covered over , however it does not detract too much from her lovely lines. Long may she live on.

New Brighton Ferry last ran on 26th September 1971. Everything was demolished, including the Pier, and there was no trace that we had ever had a New Brighton ferry by 1974. Egremont Ferry had long gone prior to this, at present date unknown. Now, in 2008, we have a single ferry , on a empty river, running between Seacombe, Woodside and the Pier Head. Two tunnels for vehicles run underneath the river and an electric train service runs to and around Liverpool City Centre. The Ferry now, outside rush hour, doubles up as a Tour, costing more too!! I am dismayed to report that I was told I had to buy a tour ticket for the Woodside ferry (which went straight to Liverpool incidentally) and, on my return, hours later, it did the same. So - where was my tour? What a rip off!!

As a nation we had always been proud of our maritime history from Admiral Howard's defeat of the Spanish Armada to the Falkland's War. The same can be said for Wallasey's ferries. From the moment they came under Council control they ran the river with precision and dedication, not to mention a little heroism at times. From the boatmen carrying the ladies out of the mud, to the 3 people on top of the icy windy tower in 1959.