Recollections of a Busy Life: Being the Reminiscences of a Liverpool Merchant 1840-1910

At the south end of the Prince's dock was the George's basin, a tidal basin through which ships going into the Prince's or George's dock entered. I remember seeing one of Brocklebank's Calcutta ships, the "Martaban," enter this basin under sail; it was done very smartly, and the way in which the canvas was taken in and the sails clewed up and furled, was a lesson in seamanship. The George's dock was dedicated to schooners, mostly fruiterers from Lisbon or the Azores, and during the herring season fishing boats used to discharge in one corner, the fish girls going down planks to get on board to buy their fish. The Mariners' church, an old hulk in which Divine Service was held every Sunday, occupied another corner.

The Albert dock was filled with East Indiamen discharging their cargoes of sugar, jute, and linseed, and tea clippers from China; they loaded their outward cargoes in the Salthouse dock, which adjoined; further south again, the King's and Queen's docks were occupied by small foreign vessels, trading to the continental ports. The old New York liners, sailing ships, loaded in the Bramley Moore dock; and the docks further north, the Canada being the most northerly, were filled with steamers trading to the Mediterranean, and the Cunard and Inman lines of steamers.

To-day one may hunt from one end of the docks to the other without finding a dozen sailing ships larger than a schooner. With the exit of the sailing ship much of the romance has been taken out of the life of Liverpool. It was a joy to walk round the docks and admire the smart rig and shipshape appearance of the old sailing vessel. The owner and captain, and, indeed, all connected with her, became attached to their ship and took a pride in all her doings. In those days the river Mersey was a glorious sight with probably half a dozen or more Indiamen lying to an anchor, being towed in or out, or sailing in under their own canvas.

The river Mersey, at all times beautiful with its wonderful alternations of light and its brisk flowing waters, has never been so beautiful since the old sailing ship days, when at the top of high water the outward bound fleet proceeded to sea, and the entire river from the Pier Head to the Rock Light was filled with shipping of all sizes working their way out to sea, tacking and cross tacking, the clipper with her taut spars and snow-white canvas, and the small coaster with her tanned sails all went to make up a picture of wonderful colour and infinite beauty.

The Dock Board

There is no branch of the public service of which Liverpool people are more proud than the administration of the Mersey Docks and Harbour Board. The members of the Board have always been recruited from our leading merchants, shipowners, and brokers, and they have been fortunate in selecting as their chairmen men of exceptional ability. I can recollect Charles Turner, M.P., Robert Rankin, William Langton, Ralph Brocklebank, T. D. Hornby, Alfred Holt, John Brancker; and the Board is to-day presided over by Mr. Robert Gladstone, who worthily maintains the best traditions of his office.

Of late years the members have been elected without any contests, but it was not always so. In the 'seventies there were severe contests, which arose not upon questions of personal fitness, but were prompted by trade rivalries. It had become the fashion for the various trades to nominate members who would look after the particular interests of their trade. Jealousy was aroused if one trade obtained larger representation than others. The interests of the steamship owners were opposed to those of the sailing-ship owner. The one wanted allotted berths to secure dispatch, the other quay space free and unappropriated. Cotton men wanted special facilities for cotton, and the timber people yard space for the storage of timber and deals. Each trade had its associations, and in addition there was a ratepayers' association, which sought to break up this system of trade delegation by electing independent men. The payment of £10 in dock dues gave a vote. So faggot votes were easily and extensively manufactured. Shipowners and merchants qualified every clerk in their employ. The nomination of members took place on the 1st January, and the election on the day following. The elections were hotly contested, but always in a gentlemanly way, and with much good humour. It required skill to fill up the voting papers so as to secure a majority for any particular candidate.

Among those who busied themselves over these elections I remember William Johnston, Robert Coltart, Worsley Battersby, Edmund Taylor, Arthur Forwood, G. B. Thomson, George Cunliffe, and James Barnes.

The ratepayers' association accomplished much good by the election of some men of independence. My particular desire at this time was to try and induce the Board to fund their debt. It was felt that such a large floating debt was not only cumbrous and inconvenient, but in times of financial stress, or with a cycle of years of bad trade, might be a source of danger. I urged the funding of the debt on the nomination days, and also through the press and Chamber of Commerce. It met with the strong opposition of the Board, led by Mr. Brocklebank, but in course of time after the Corporation had taken the lead, the Dock Board wisely funded a portion of their debt.

The gradual increase of steamers, the passing of the sailing vessel, and the large share of the trade of the port being now conducted by "liners," have to a very large extent done away with trade rivalries; hence the little interest now taken in the Dock Board elections.

The present generation scarcely know that the docks were up to 1857 administered by a Committee of the Corporation. In my young days Liverpool people were very sore and angry at the action of Parliament in foisting upon them the Birkenhead docks. These docks had been constructed by a private company, and were insolvent and a hopeless failure. Birkenhead had, however, powerful influence in Parliament, and stoutly opposed any extension of the Liverpool docks, contending that the Birkenhead docks had not had fair play, and could accommodate the surplus trade of Liverpool. In the end, in 1857, Liverpool was obliged to buy them for £1,143,000, and within a very few years had to expend upon them £3,859,041. This outlay has ever since been a serious burden upon Liverpool. Nor did the hostile action of Parliament stop here. The town dues were taken from Liverpool, and commuted for a payment of £1,500,000. The management of the dock estate was placed in the hands of the trustees, who are, except three, elected by the dock ratepayers.

In olden time the Dock Board had an annual excursion to inspect the lightships, to which they invited the whole of the Council. They were pleasant days, and it was supposed that the Mayor for the coming year was selected on these occasions. These excursions contributed to a good feeling between the Dock Board and the Corporation, which is so essential if we are to preserve the prosperity of the port. I sometimes think that our City Fathers apparently forget that our docks and our commerce are the life-blood of Liverpool.

Mr. John Bramley Moore's great work on the Dock Board was completed before my day, but he continued his interest in Liverpool to the last, and was present at the opening of the North Dock system in 1882, where I saw him. He used to tell how indefatigably he worked to secure the extension of the docks in a northerly direction, how he asked Lord Derby to present the Bootle shore to the Dock Board, urging that it would be greatly to the gain of the Derby family. Lord Derby replied that it would be very difficult to convince him of that, and that he had already refused £90,000 for it. Mr. Bramley Moore then offered if Lord Derby would transfer his foreshore rights the Dock Committee would raise all the back land by using it for the deposit of their spoil, which would, he thought, be an adequate compensation. The deal was closed on this basis, the Dock Committee secured two miles of river frontage, and the Derby family the site of the most important part of Bootle, and now forming one of the most valuable of their estates.

One of the first docks constructed on this newly-acquired land was the Bramley Moore, so named after the chairman.

No one can fail to acknowledge the enterprise and wisdom which have characterised the administration of the dock estate. Municipal work follows the demand of the people, and seldom goes ahead of it; but the provision of docks must anticipate the demand likely to be experienced. In all this the Dock Board has acted with boldness and with prudence, under circumstances of much embarassment. The construction of the Manchester Ship Canal presented a problem of considerable difficulty, but the Dock Board adopted the courageous but wise policy of looking to Liverpool and Liverpool trade only, and the facilities they have provided for the changed conditions of trade have done not a little to conserve the commerce of the port.

The Liverpool Exchange

A great change has taken place in the Liverpool Exchange. In the early 'sixties the old Exchange buildings were still in existence. The building which surrounded Nelson's monument was classic in design, with high columns surmounted by Ionic capitals and a heavy cornice. The newsroom was in the east wing, with windows overlooking on the one side Exchange Street East, and on the other the "flags." The room had two rows of lofty pillars supporting the ceiling; and there was ample room in the various bays not only for newspaper stands, but for chairs and tables, and it had very much more the appearance of a reading-room in a club than its elaborate, but less comfortable successor. On the western and northern side of the Exchange were offices with warehouses overhead. The Borough Bridewell stood in High Street, its site being now covered by Brown's Buildings, and the Sessions House occupied part of the site upon which the newsroom now stands. In the 'sixties high 'change was in the afternoon between four and five o'clock, but much business was also transacted during the morning. No merchant or broker considered that he could commence the work of the day until he had read the news on the "pillars" in the newsroom. Instead of the work on the Exchange being done by clerks, it was transacted by the principals, who considered it only respectful to appear in a tall hat and frock coat. Although in those days there may have been a little too much formality in dress, in these there is sadly too little, and with the disappearance of the tall hat and frock coat one has also to regret the abandonment of those courtly manners and that respectful consideration which gave a charm to commercial intercourse, and was not confined to the Exchange and the office, but was reflected in the home and in private life.

Merchant shipbrokers and general produce brokers transacted their business in the newsroom, while the cotton brokers, braving all weathers, were to be found on the "flags."

The present newsroom was opened in 1867, and shortly afterwards the Mayor, Mr. Edward Whitley, gave a ball in honour of Prince Arthur and the Prince and Princess Christian, the ballroom in the Town Hall being connected with the newsroom by a long corridor constructed of wood. Dancing took place in both rooms.

Upon several occasions after a heavy fall of snow, fights with snowballs were waged on the "flags," until, becoming serious, the police were obliged to interfere and put a stop to them. A playful seasonable exchange of snowballs degenerated into a combat with the rougher element which frequented the "flags."

I still recall many of the habitués of the Exchange from 1860 to 1870, men who well represented the varied interests of the great port. While frock coats and tall hats were the rule, many still wore evening dress coats, and not a few white cravats. There was old Miles Barton, a picturesque figure, with his genial smile, and his hat drawn over his eyes; Isaac Cook, the Quaker, in strictest of raiment; Harold Littledale, the friend of Birkenhead, and the critic of the Dock Board; Michael Belcher, the opulent and prosperous cotton broker; the two Macraes, the principal buyers of cotton for the trade; Tom Bold, the active Tory political tactician, who in olden days knew the value of every freeman's vote; H. T. Wilson, the founder of the White Star Line and the Napoleon of the Tory party; Edmund Thomson, the pioneer of steamers to the Brazils, who, like most pioneers, was unsuccessful; John Newall, the "king" of the cotton market, who had an enormous clientele of very wealthy men; C. K. Prioleau, the representative of the Confederate Government, who was also the great blockade runner. Mrs. Prioleau was considered to be the most beautiful woman in Liverpool. Mr. Prioleau built the house in Abercromby Square which the Bishop now occupies as his palace. R. L. Bolton, a very successful and bold operator in cotton, though in appearance the most shy and timid of men was another well-known figure; he rarely made his appearance until late in the day, being credited with a love of turning night into day. James Cox, the opulent bachelor, doyen of the nitrate trade, held his court always well attended in one corner of the room. I well remember J. Aspinall Tobin, tall of stature, distinguished in appearance, fluent of speech, a welcome speaker on every Tory platform; John Donnison, famous for his little dinners and excellent port; Sam Gath, the tallest man on the Exchange; Joseph Leather, the forceful partner in Marriotts, a leading nonconformist, who built and lived at Cleveley, Allerton; Maurice Williams, the writer of a cotton circular, and a reputed oracle on cotton – he lived at Allerton Priory, afterwards bought and rebuilt by Mr. John Grant Morris; Thomas Haigh, the courtly and stately chief of Haigh and Co., cotton brokers; Edwin Haigh, his son, and the most vivacious and talkative of men, popular with all; Lloyd Rayner and his brother Edward, the largest brokers in general produce; S. Bigland, plain and honest of speech; the two Reynolds, skilled in Sea Island and Egyptian cotton; John Joynson and his brother Moses; John Bigham, portly and prosperous; and not far away, his son, John C. Bigham, who was destined soon to leave the "room" and become the able Queen's Counsel, the learned President of the Admiralty and Divorce Court, and afterwards a peer of the realm (Lord Mersey), and whose brilliant career was doubtless largely due to his early business training; Studley Martin, the active secretary to the Cotton Brokers' Association, buzzing about like a busy bee, collecting opinions as to the amount of business doing in cotton; Thos. Bouch, the dignified representative of the old firm of Waterhouse and Sons; Edgar Musgrove, an ideal broker, ever present and ever active. Nor must I forget the noble band of shipbrokers who collected the cargoes for ships loading outwards: Robert Ashley, Louis Mors, W. J. Tomlinson, J. B. Walmsley, John McDiarmid, Robert Vining, Dashper Glynn, Tom Moss, G. Warren, S. B. Guion, all of whom, with many others, represented vigorous interests which in those days made the trade of Liverpool.

Outside the Exchange, but yet very necessary to the success of its business, were the lawyers and insurance brokers and average adjusters. Amongst lawyers Mr. Bateson and Mr. Squarey enjoyed the largest commercial practice; R. N. Dale was the leading underwriter; and Mr. L. R. Baily was not only very prominent as an average adjuster, but as an arbitrator he afterwards became one of the members for Liverpool. In those days, before the establishment of the system of trade arbitrations, there was abundant employment for lawyers and professional arbitrators.

A sketch of the Liverpool Cotton Exchange would not be complete without a reference being made to the dealings of Maurice Ranger, and others, who in the 'seventies on several occasions tried to corner the market by buying "futures" for delivery in a given month, and then obtaining such a control of the spot market as would prevent the sellers fulfilling their contracts. Mr. Ranger's operations were on a gigantic scale, but there was always a "nigger on the fence." The unexpected happened, and I do not think he ever fully succeeded in these enterprises. He had many imitators, who were equally unsuccessful. Mr. Joseph B. Morgan did a useful work for the cotton trade, by establishing the cotton bank to facilitate clearances in future contracts.

The removal of the Cotton Exchange to the new premises has taken place since my active business days, and the whole course and methods of the trade have changed.

Commerce

In the 'sixties, sailing-ships filled the Liverpool docks, and fully one-half of them flew the American flag. The great trades of Liverpool were those carried on with America, Australia, Calcutta, and the West Coast. The clipper ships belonging to James Baines and Co., and H. T. Wilson and Co., were renowned for their fast passages to Melbourne, while the East India and West Coast ships of James Beazley and Co., Imrie and Tomlinson, McDiarmid and Greenshields, and the Brocklebanks were justly celebrated for their smartness and sea-going qualities. Charles MacIver ruled over the destinies of the Cunard Company, and this line then paid one-third of the Liverpool dock dues. Mr. MacIver was a man of resolute purpose, and a power in Liverpool; in the early volunteer days he raised a regiment of field artillery, 1,000 strong, which he commanded. Many stories are told of his stern love of discipline. A captain of one of the Mediterranean steamers asked his permission as a special favour to be allowed to take his wife a voyage with him. Mr. MacIver whilst granting the request, remarked that it was contrary to the regulations of the Cunard Company. The captain, upon proceeding to join his ship with his wife, to his surprise found another captain in command, and a letter from Mr. MacIver enclosing a return passenger ticket for himself and his wife. William Inman was building up the fortunes of the Inman Line, and was the first to study and profit by the Irish emigration trade. The Bibbys and James Moss and Co. practically controlled the Mediterranean trade. The "tramp" steamer was then unknown, and outside the main lines of steamers there were few vessels; but the Allans were forcing their way to the front, and Mr. Ismay was establishing the White Star Line, which revolutionised Atlantic travel. Mr. Alfred Holt was doing pioneer work in the West India trade, with some small steamers with single engines. These he sold and went into the China trade, in which he has built up a great concern.

The Harrisons were sailing ship owners, but they had also a line of small steamers trading to Charente. They afterwards started steamers to the Brazils and to Calcutta. Looking back, they appear to have been most unsuitable vessels, but freights were high, and to Messrs. T. and J. Harrison belongs the credit of quickly finding out the most suitable steamer for long voyages, and always keeping their fleets well up to date.

We must not forget to mention the merchants of Liverpool, for in those days the business of a merchant was very different from that of to-day. He had to take long and far-sighted views, as there was no such thing as hedging or covering by a sale of futures; his business required enterprise and the exercise of care and good judgment. Among our most active merchants we had T. and J. Brocklebank; Finlay, Campbell and Co.; Baring Brothers; Brown, Shipley and Co.; Malcolmson and Co.; Charles Saunders; Sandbach, Tinne and Co.; Wm. Moon and Co.; Ogilvy, Gillanders and Co.; T. and W. Earle and Co.; J. K. Gilliat; J. H. Schroeder and Co.; Rankin, Gilmour and Co., and others.

In the 'sixties Liverpool had two great trades. The entrepôt trade, the produce of the world, centred in Liverpool, and was from thence distributed to the various ports on the continent. The opening of the Suez Canal, and the establishment of foreign lines of steamers, have largely destroyed this trade, and produce now finds its way direct to Genoa, Antwerp, and Hamburg. The other great trade was in American produce. For this Liverpool offered the largest and best market. This trade is unfortunately seriously threatened. The increase in the population of America is now making large demands upon her productions, and reducing the quantities available for export.

Liverpool was also a considerable manufacturing centre. It was the principal place for rice-milling and sugar-refining, while shipbuilding and the making of locomotives and marine engines contributed largely to her prosperity.

One cannot review the past trade of Liverpool and its present economic surroundings, without feeling some anxiety for the future. Not only have the trades which so long made Liverpool their headquarters been to some extent diverted, but the efforts of rival ports (in many cases railway ports or ports which have little or no concern as to the payment of interest on the money employed in their construction) are directed to the capture of our trade; in this they are still being actively assisted by the railway companies, who grant to them preferential rates of carriage. There can be little doubt that our merchants and shipowners will find new avenues for their enterprise, and new trades will take the place of those partially lost; but Liverpool has in front of her a fight to obtain the just advantage of her geographical position, and it is a fight in which the city must bear its part.

The city will also have to adopt a more enlightened policy, and encourage manufacturing industries. This can only be done by reductions in the city rates, and also in the charges for water. The loss would only be nominal; we should be recouped by an increased volume of trade, and by our people obtaining steady occupation instead of the present casual employment.

The American War

The great war between the Northern and Southern States of America, which was waged from 1861 to 1865, had a far-reaching influence upon Liverpool.

Prior to this date American shipping filled our docks, and 82 per cent. of our cotton imports were derived from the Southern States.

The election of Lincoln as President of the United States, and the rejection of the democratic candidate precipitated a crisis which had been long pending.

Slavery was a southern institution, and although it was conducted in the most humane manner, and many of the worst features of the system were absent, the principle of slavery was abhorrent to a large section of the northern people, and the south feared that with the election of Lincoln this section would become all-powerful. South Carolina was the first state to assert her sovereign right to secede from the union. Other states followed slowly and with hesitating steps, and by the end of 1861 the north and south were engaged in mortal combat. The southern states were ill equipped for the struggle, they had no war material and were dependent for clothing and many of the necessities of life upon the northern manufacturers.

The policy of the north was, therefore, to establish a blockade of the south, both by land and by sea, which caused prices of many commodities to rapidly advance in the south, and cotton, their main export, to quickly decline in value.

The English people sympathised with the south, as the weaker power, and also having been actively associated with them in trade. The arrest of the southern envoys Mason and Slidell upon the British mail steamer "Trent," by the federal commander, did not improve the relationship between Great Britain and the Government at Washington, and created ill feeling against the north.

Under these circumstances Liverpool merchants fitted out many costly expeditions to run the blockade and to carry arms and munitions of war into the southern ports. The modus operandi was to send out a depot ship to Nassau or Bermuda and employ in connection with this swift steamers to run the blockade and bring back cargoes of cotton. The profits of the trade were great, but the risk was also very considerable.

The trade at best was a very questionable one; it was justified on the ground that a blockade cannot be recognised unless effectual. The United States started with a blockading fleet of 150 vessels, but at the end of the war they had 750 vessels employed in this service. The blockade runner had to rely entirely upon her speed, as to fire a gun in her own defence would at once have constituted her a piratical vessel. The fastest steamers were bought and built for the purpose. They usually made the American coast many miles from the port and then under the cover of darkness they stole along the shore until they came to the blockading fleet, when they made a dash for the harbour. It was exciting work, and appealed to many adventurous spirits, and the prize if successful was great. I think all this had a demoralising influence upon Liverpool's commercial life, and the intense spirit of speculation created by the cotton famine was also very injurious. Fortunes were made and lost in a single day. Prices of cotton, while peace and war hung in the balance, fluctuated violently, and when war was seen to be inevitable, they advanced with fearful rapidity. A shilling per lb. was soon reached. The mills went upon short time. By the summer of 1862 cotton was quoted at 2s 6d per lb. The speculative fever became universal; men made fortunes by a single deal. When the recoil came after the war most of these fortunes were lost again. Legitimate trade had been sacrificed to speculation. Mansions luxuriously furnished, picture galleries, horses, and carriages had to be sold, and in not a few instances, their owners, having lost both their legitimate business and their habits of industry, were reduced to penury and want, and were never able to recover themselves. The results of the war were far-reaching. The spirit of speculation was rampant for many years, with disastrous results; it was only when a system of weekly and bi-weekly settlements was introduced that speculation was brought within legitimate limits.