Chapter VIII: Fleetwood-On-Wyre (2)

or of daily rambling where the receding waves left a broad floor of firm, unbroken sands. True, a carriage-drive and foot-way of some pretensions to beauty had been constructed along the north shore in 1845, but the storms we have described, and other heavy seas, had torn breaches in its wall, and made sad havoc amongst its light sandy material, completely ruining the fair appearance of the shoreward grass-plat, and threatening the road with that very destruction which has since overtaken it through the continued negligence of the residents or governing powers. There was no public hall, such as that once contemplated, where a feeling of fellowship might be engendered amongst the visitors. The regattas instituted for the interest and amusement it was hoped they would excite amongst the spectators were, as previously stated, conducted in a desultory manner for a few years, and then abandoned; whilst the land sports during the week of high festival were discontinued as the Whit-week excursion trains found other outlets more attractive than Fleetwood for their pleasure-seeking thousands; but it was not until the North Euston Hotel was opened for military purposes, that all hope of reviving the fading reputation of the town as a summer resort was finally relinquished. For some little time after the foregoing transfer, the bathing vans, as if to keep up the fiction of the season, re-appeared with uninterrupted regularity each year upon the beach, but even that last connecting link between the deserted town, as far as visitors were concerned, and its former popularity, was doomed shortly to be broken, for the ancient machines, never renewed, and seldom repaired, were at length unequal to the rough journey over the cobble stones, and crumbled to pieces on the way, expiring miserably in the cause of duty, from old age and unmerited neglect.

In the early part of 1859, a lifeboat, thirty feet in length, was stationed here by the National Lifeboat Institution, and in the month of September in the same year, a neat and substantial house was built for it on the beach opposite the North Euston Hotel. After doing good service along the coast, in rescuing several crews whose vessels had stranded amidst the breakers on the outlying sand-banks, this boat was superseded, in 1862, by one of larger dimensions. In January, 1863, the erection on the beach was swept away by the billows during a heavy gale, and in the course of a few months the present structure in Pharos Street, far removed from the reach of the destructive element, was raised, and the lifeboat transferred to its safer keeping.

The census of the residents taken in 1861 showed a total of 4,061 persons, being an increase of 940 over the number in 1851, and of 1,228 over that in 1841. Hence it is seen that during the long period of twenty years, almost from its commencement to the date now under consideration, through fluctuating seasons of prosperous and depressed trade, the town had succeeded in adding no more than 1,228 individuals to the roll of its inhabitants, many of whom would be the offspring of the original settlers. Truly the foregoing picture is not a very satisfactory one to review when we call to mind the bright auspices under which the place was started,—the early and ample railway accommodation, the short and well-beaconed channel, and the safe and spacious harbour; but could we only add the extensive area of docks, the Fleetwood of 1871 would doubtless have presented a widely different aspect to that we are here called upon to portray. It is scarcely just, however, to lay all the burden of this slow rate of progress on the want of suitable berth provision for heavily-laden vessels coming to the harbour. Fleetwood had other means of extending its circle besides those derived from its happy situation for shipping trade. Its merits as a watering-place were allowed on every hand; eulogistic versions of its special charms were circulated through the public prints; strangers flocked each summer to its shores, and were enchanted with their visits; but after a while the refreshing novelty wore off, and the puny efforts made by those whose interests in the prosperity of the town were greatest, failed to fill the inevitable void the waning newness left in its train. In the meantime other season places, urged on by emulation, enhanced the beauties of nature by works of art; promenades, walks, drives, and, at no distant period, piers, were constructed to meet the popular demands, and in that way the tide of visitors was turned from the non-progressive and now over familiar attractions of Fleetwood to swell the annually increasing streams which overflowed the rising towns of Blackpool and Lytham. The year 1861 will ever be remarkable in the history of Fleetwood as being the date at which the town was for the first time practically diverted from that line of progress which its founder, in too sanguine expectancy, had early marked out for it. Its decadence as a summer resort had been too pronounced to allow of any hope being entertained that a revulsion was probable, or even possible, in the feelings and tastes of the multitude, which would again people its shores, during the warm months, with a heterogeneous crowd of valetudinarians and pleasure-seekers. The noble hotel which had been erected by Sir P. H. Fleetwood on the northern margin of the shore, in a style of architecture and at an expense which bore witness to the firm confidence of the baronet in the brilliant future awaiting the infant town, had been sold to Government, as previously stated, in 1859, but it was not until two years afterwards that the first detachment of officers took up their quarters in the newly-established School of Musketry, and Fleetwood awoke to the novel sound of martial music and the reputation of being a military centre. Rumour, also, had for several months been active in circulating a report that the sward lying between the Landmark and the cemetery, and a field at the corner of Cemetery Road, had attracted the eye of Government as a suitable locality whereon to place barracks and lay out a rifle-practice ground; and in February, 1861, doubt on the subject was no longer admissible, for the contract to carry out the fresh project was let during that month to the gentleman who had been engaged in the necessary alterations at the North Euston Hotel. The scheme involved the creation of residential accommodation in the field just indicated for a small force of 220 men and 12 officers, some of the quarters being specially designed for married soldiers, in addition to which lavatories, a canteen, mess-room, magazine, and guard-house, were to be erected. The work was entered on without delay, and at no long interval, about ten months, or rather more, the whole of the buildings were completed, and soon afterwards occupied. The practice-ground was marked out for range firing, and butts provided, where the targets were shortly stationed. A spacious hospital, it should be mentioned, was constructed almost contemporaneously with the main portion of the barrack buildings.

On Monday, the 20th of May, 1861, a mass meeting was convened to ascertain the opinion of the inhabitants with regard to a claim of exclusive use of the road over the Mount-hill, which had recently been set up by Sir Peter Hesketh Fleetwood, who in order to establish his right had caused a cobble wall to be erected round that portion of the estate. The meeting, consisting of about three hundred persons, was held on the pathway in dispute, which crosses the highest point of the elevation. A platform was raised, and a chairman, elected by the unanimous voice of the company, ascended the rostrum, being accompanied by several of the more enthusiastic advocates of free-road, who in the course of earnest addresses declared that for twenty years the Mount had been dedicated to the public service, in consideration of certain sums paid annually to the lord of the manor out of the town’s rates, and that having been so long the property of the people, Sir P. H. Fleetwood had now no moral or legal title to wrest it from them. The ardent language of the speakers aroused a sympathetic feeling in the breasts of the small multitude, and murmurs of discontent at the attempted deprivation of their privileges had already assumed a threatening tone, when a gentleman who happened to be visiting the neighbourhood, appeared upon the scene, and in a few spirited words urged the excited listeners to some speedy manifestation of their disapproval. Uttering a shout of indignation and defiance the crowd rushed at the enclosure wall, tore down the masonry, and quickly opened out a wide breach through the offending structure, after which they filled the air with triumphant cheers and shortly retired homewards in a comparatively orderly manner. In the course of a few months the vexatious question was settled between the representatives of the town and Sir P. H. Fleetwood, who on his part agreed only to retain to himself a plot of land fifty yards square, lying on the west side of the hill; another piece one hundred yards square, extending from the base of the elevation to the sea; the wooden edifice on the summit of the mound; six square yards whereon to erect a look-out house for the Coastguards; and the gardens and cottage-lodges at the entrance. The remainder of the Mount, amounting to about three-fourths, was given up to the public, together with the right of footway through the cottages just mentioned, and over the east and west plots; the commissioners engaging, on their side, to erect and maintain a suitable fence round the Mount, and to keep the hill itself in a proper manner for the benefit of the inhabitants or visitors, as well as binding themselves upon no account to raise any building on the site. The entire ground, with the buildings, has since been given, on much the same conditions, to the town.

During the year 1862 the town, which for some time had lain dormant in a commercial point of view, evinced unmistakable signs of returning animation; trade was more active, rumour once more hinted at the probable commencement of docks at an early date, and ninety-five houses of moderate size were erected. In the earlier half of the following twelve months no less than thirty-seven more dwellings were added to the town, the foundations of several others being in course of preparation. A branch of the Preston Banking Company was also opened for a few hours once in each week; and during later years has transacted business daily.

On Tuesday, the 20th of January, 1863, a storm and flood, such as has seldom been witnessed on this coast, arose suddenly and raged with fury for about twenty hours. The whole of the wall under the Mount, which had been brought to light by some gales in the previous November, after having been buried in the sand for long, was utterly demolished, not one stone being left upon another. In addition, the breakers penetrated with destructive violence, several yards inland beyond the line of that barrier throughout its whole length, from the west end of the Euston Barracks to the further extremity of Abbot’s Walk. A wooden battery of two 32-pound guns at the foot of the Mount, belonging to the Coastguards,[85] and used for training the Naval Volunteer Reserve, was undermined and so tilted that its removal became a necessity. The marine fence, which had been constructed at an immense cost, between the Landmark and Cleveleys, was almost entirely swept away, leaving the adjacent country open to the inundations of the sea, which rushed over and flooded all the land between the points just named, extending eastward even to the embankment of the Preston and Wyre Railway. Several of the streets at the west side of Fleetwood were under water, as also were the fields about Poulton road and the highway itself. The proprietor of the “Strawberry Garden,” off the same road, and his family, were compelled to take refuge in an upper storey of their dwelling until rescued in a boat, the following day, from their unpleasant, if not perilous, position. It was in this hurricane that the house erected on the shore for the reception of the lifeboat suffered annihilation, and the boat itself narrowly escaped serious damage. Tuesday, the 10th of March, in the same year was observed by the residents as a general holiday and gala day, in honour of the marriage of Albert Edward, Prince of Wales, with the Danish Princess, Alexandra. Flags and banners floated from the windows of nearly every habitation, as well as from the roofs of many, while the steamships and other vessels in the harbour were gaily decorated with bunting, which waved in rich and varied tints from their masts, spars, and rigging. Triumphal arches of the “colours of all nations” were suspended across the streets at several points. A large procession of schools and friendly societies in full regalia, with their banners and devices, paraded the different thoroughfares, and were afterwards sumptuously entertained, the latter at their various lodges, and the former in the large area of a cotton warehouse, recently built on the quay by Messrs. B. Whitworth and Bros., of Manchester. The military stationed at the School of Musketry evinced their loyalty by discharging a _feu de joie_ on the warren. In the following November a scheme was proposed for the construction of a coast railway between Fleetwood and Blackpool, to pass through Rossall and Bispham. A survey was made of the route, and according to the plans drawn out, the projected line was intended to have its Fleetwood terminus at the south extremity of Poulton Terrace, opposite the end of West Street, whence it was to run towards the new barracks, near the cemetery, then diverge to the south in the direction of Rossall. From Rossall its course lay towards Bispham and thence onwards to the Blackpool terminus, which would be located in Queen’s street, adjoining the station already standing there. The stations, besides those at the two termini, were to be placed at the barracks, Rossall, and Bispham. At Fleetwood the promoters proposed to form a junction with the Preston and Wyre Railway near the old timber pond, for the purpose of passing carriages from one line to the other, whilst at Blackpool a similar object would be effected with the Lytham and Blackpool Railway by deviating eastward from Queen Street, so as to avoid the town, and establishing a junction with the latter line near Chapel Street. On an application being made to parliament for powers to carry out the design, strenuous opposition was offered by the representatives of the Preston and Wyre Railway, who pledged themselves to erect additional stations along their track to accommodate the people residing at Rossall, Cleveleys, and Bispham, in consequence of which the bill for a coast-line was thrown out and the project abandoned.

On the 4th of December, 1863, the Lancaster Banking Company established a branch here; and on the 15th of that month the Whitworth Institute in Dock Street was publicly opened. This handsome Hall was erected through the munificence of Benjamin Whitworth, esq., M.P., of London, who for long resided at Fleetwood, and during that period, and afterwards, was instrumental in giving a marked stimulus to the foreign trade of the port by shipping each year, on behalf of the large firm of which he is the head at Manchester, numerous cargoes of cotton from America _viâ_ Fleetwood. The building is in the Gothic style of architecture. The walls are built of bricks with stone dressings, the principal features being the ten arcaded windows, with the stone balcony beneath running across the entire width of the front, and the elegant entrance. The interior comprises a spacious reading room and library, a smoking and coffee room, provided with chess and draughts, an assembly room, capable of containing 400 persons, and two billiard rooms. At the time of its presentation to the inhabitants the donor generously provided tea urns and other appliances necessary for holding soirees, in addition to having liberally furnished the whole of the building, including the gift of a choice and extensive selection of books, chess and draught-men, a bagatelle-board, and a billiard-table. The second billiard-table was added out of the surplus funds in 1875. The Institute is vested in trustees for the use of the town, and governed by a committee chosen from amongst the subscribers.

During 1864-5 building continued to progress, but not with that great rapidity which had characterised its advance in 1862 and the earlier months of the following year. An act of parliament was granted in 1864 to certain gentlemen for the formation of a dock in connection with the harbour, confirming the rumour which had now agitated the place for the last two years, and bringing conviction to the hearts of many of the older inhabitants, whose past experience had taught them to look with eyes of distrust on all reports which pointed to such a happy realisation of their youthful dreams. The inaugural ceremony of breaking the turf did not, however, take place for some time, and will be noticed shortly. On the 17th of May, 1866, the foundation stone of the present Roman Catholic church in East Street was laid by Doctor Goss, bishop of Liverpool, who performed the ceremony, attired in full ecclesiastical robes, and attended by a numerous retinue of priests and choristers. The sacred edifice was opened on Sunday, the 24th of November in the ensuing year. Its general style is early English of the 13th century. The building consists of a nave and two aisles, with an apsidal sanctuary at the east end; it is about one hundred feet long, thirty-five feet wide, and fifty feet in height. The exterior is built of stone, the body of the walls being Yorkshire parpoints, whilst the dressings are of Longridge stone. Mr. T. A. Drummond, of Fleetwood, was the builder, and the design was drawn by E. Welby Pugin, esq., architect, the total cost being about £4,000.

For many years, in fact ever since steamship communication had been established between this port and Belfast, large quantities of young cattle from Ireland were landed each season at Fleetwood, and carried forward by rail to the markets of Preston and elsewhere. For the benefit of the dealers, who would thus escape the railway charges, as well as for the convenience of the graziers and other purchasers residing in the neighbourhood, it was determined to open a place for the public sale of such live stock at Fleetwood; the necessary authority was obtained from the Privy Council, and on the 2nd of April, 1868, the Cattle Market, lying on the east side of that for general produce, and consisting of sixteen large strong pens, arranged in two rows with a road between them, was used for its earliest transactions and much appreciated by those who were concerned in the traffic.

Wednesday, the 2nd of June, 1869, will not readily be obliterated from the memories of the people of Fleetwood. On that day the first sod of the long expected dock was cut by H. S. Styan, esq., of London, the surviving trustee of the estate under the will of the late Sir P. H. Fleetwood, who died in 1866. The auspicious event was celebrated with universal rejoicing, in which many-coloured bunting played its usual conspicuous part. A large procession of the clergy, gentry, schools, and friendly societies, enlivened by the band of the 80th regiment of Infantry from the Euston Barracks, and gay with waving banners, accompanied Mr. Styan to the site where the important ceremony was performed, and sent forth hearty congratulatory cheers when the piece of turf had been duly dissected from the ground. With all apparent earnestness and eagerness, operations were at once commenced, and for two or three months the undertaking, under the busy hands of the excavators, made satisfactory progress, when suddenly several gangs of labourers were discharged, and the works partially stopped—

“While all the town wondered.”

Wonderment, however, was turned to a feeling of disappointment and chagrin, when it was discovered, a little later, that the closing year would put a period to the labours at the dock as well as to its own epoch of time, and that its last shadows would fall on deserted works and idle machinery. For some reason, which may fairly be conjectured to have been an incompleted list of shareholders, the Fleetwood Dock Company determined to suspend all operations barely six months after they had been begun, and it is scarcely necessary to inform our readers that the work was never resumed under the same proprietorship. Two years subsequently, in 1871, the Lancashire and Yorkshire Railway Company obtained an act of parliament to carry out, on a larger scale, the undertaking which their predecessors had abandoned almost in its birth. The dock, which embraces an area of nearly ten acres, being one thousand feet long, by four hundred feet wide, has already been in course of formation for more than two years, and although the labour is being pushed forward by the contractors, Messrs. John Aird and Sons, of Lambeth, with as much expedition as is consistent with good workmanship, the completion of this much-needed accommodation is not expected until some time in 1877. The dock walls are built with square blocks of stone, surmounted by a broad and massive coping of Cornish granite, and filled in behind with concrete, the whole having an altitude of thirty-one feet, and being placed on a solid concrete foundation fourteen feet wide. The walls themselves vary in width as they approach the surface, being in the lower half of their distance 12½ feet, then 10½ feet, and in the highest section 8½ feet wide. The lock entrance communicates with the north extremity of the dock, and is two hundred and fifty feet long by fifty feet wide, being protected at each end by gates, opening, respectively, into the dock and the channel now in process of excavation to the bed of the river Wyre. Lying to the south of the dock is the recently-constructed timber pond, covering an area of 14½ or 15 acres, and having a depth of 15 feet. The pond is connected with the dock by means of a gateway, so arranged in the southern wall of the latter that two feet of water will always remain in the former after the tide has ebbed below the level of its floor. The timber pond has no other entrance beyond the one alluded to. Sir John Hawkshaw, previously mentioned in connection with the visit of Queen Victoria to Fleetwood, is the eminent engineer from whose designs the dock is being constructed.

The prospect, or indeed certainty, of materially increased trade when the dock is thrown open has not been without effect upon the town generally, but its stimulating influence is most remarkable in the large number of houses which, during the last few years, have sprung into being. Streets have been lined with habitations where recently not a dwelling existed, and others have had their vacant spaces filled in with buildings. Handsome shops have been erected in Dock Street, East and West Streets, and other localities, whilst many of the residences in Church Street have been remodeled and converted into similar retail establishments. Everywhere there is a spirit of activity visible, contrasting most pleasingly and favourably with the passive inertitia which pervaded the place for a considerable period previous to the commencement of the dock operations. In 1875 the commissioners determined to do something towards protecting the northern aspect of the Mount from the devastations of the waves, whose boisterous familiarity had already inflicted serious injury on its feeble sandy sides, and seemed disposed, if much longer unchecked, to reduce the venerable pile to a mere matter of history. A public promenade, fenced with a substantial wall of concrete, was laid out at the base of the hill, extending from near the west extremity of the Mount Terrace to the commencement of Abbot’s Walk. The damaged side of the mound itself has been levelled and sown with grass-seed, so that in course of time the marine walk will have a lofty sloping background of green sward, and form the prettiest, as it was doubtless the most needed, object in the neighbourhood.

On the 1st of January, 1875, a number of gentlemen, denominated the Fleetwood Estate Company, Limited, and consisting of Sir Jno. Hawkshaw, knt., of Westminster; Thos. H. Carr, J. M. Jameson, C.E., and Philip Turner, esqrs., of Fleetwood; Capt. Henry Turner and Sturges Meek, esq., C.E., of Manchester; Thomas Barnes, esq., of Farnworth; James Whitehead, esq., of Preston; Joshua Radcliffe, esq., of Rochdale; Samuel Burgess, esq., of Altringham; William Barber Buddicom, esq., C.E., of Penbedw, Mold; and Samuel Fielden, esq., of Todmorden; purchased the lands, buildings, manorial rights and privileges (including wreckage, market-tolls, and advowson of the church), of the late Sir P. H. Fleetwood, in and near this town, from the trustees of his property, for £120,000, subscribed in equal shares. Although negotiations were satisfactorily concluded in 1874, it was not until the month just stated that the actual transfer was effected, and the gentlemen enumerated became lords of the soil. We must not omit to name that a portion of the Fleetwood estate, amounting to about 600 acres, lying between the old and present railway embankments, had been acquired in a similar manner, for £25,000, in 1871, by the Lancashire and Yorkshire Railway Company. Under the new proprietorship leases for building purposes are sold or let, as formerly, for terms of 999 years.

In closing this account of Fleetwood as a watering-place and town, and before delineating its career as a seaport, it should be stated that the census of the inhabitants taken in 1871 yielded a total of 4,428 persons, of whom 2,310 were males, and 2,118 females; but in the limited period which has elapsed since that result was obtained the population has grown considerably, and the increase during a similar interval after any of the previous official returns cannot be taken as a criterion of the present numerical strength of the residents.

Fleetwood was started in 1839 as a distinct port with customs established by an order of the Treasury; subsequently in 1844 it was reduced to a creek under Preston; then two years later elevated to a sub-port; and finally in 1849 reinstated in its first position of independence. The iron wharf was completed in 1841, and is constructed of iron piles, each of which weighs two and three quarter tons, driven seventeen feet below low water mark, and faced with plates of the same metal, seven or eight inches thick, which are rivetted to the flanges of the piles, and filled in at the back with concrete. The wooden pier, about 400 feet in length, and abutting on the north extremity of this massive structure, was finished in 1845, and roofed over shortly afterwards. On the 22nd of July in the ensuing year, the last stone of the wharf wall, erected by Mr. Julian A. Tarner, of Fleetwood, and extending fourteen hundred feet from the south end of the iron wharf in the direction of the railway, was laid; and at the same time the coal-shoots connected with the new portion of the quay were approaching completion.

The improvement of the harbour was entrusted to Captain Denham, R.N., F.R.S., under whose superintendence the seaward channel of the river was buoyed and beaconed, being rendered safe for night navigation by the erection of a marine lighthouse, in 1840, at the foot of Wyre, nearly two miles from the mouth of the river at Fleetwood. This lighthouse was the first one erected on Mitchell’s screw-pile principle. The house in which the lightkeepers lived was hexagonal in form, and measured 22 feet in diameter, from angle to angle, and nine feet in height. It was furnished with an outside door and three windows; and divided within into two compartments, one of which was supplied with a fireplace and other necessaries, whilst the second was used purely as a dormitory. The lantern was twelve-sided, 10 feet in diameter and 8 feet in height to the top of the window, the illumination it produced being raised about 31 feet above the level of the highest spring-tide, and 44½ feet above that of half-tide. A few years since, in 1870, this lighthouse was carried away by a vessel, and for some time a light-ship occupied the station, but subsequently another edifice, similar in appearance and construction to the original one, was raised about two hundred yards south of the same site.

Captain Denham, having accomplished his survey of the river and harbour, issued the following report in 1840:—

“The river Wyre assumes a river character near Bleasdale Forest,
in Lancashire, and after crossing the line of road between
Preston and Lancaster, at Garstang, descends as a tortuous
stream for five miles westward; then, in another five mile
reach of one-third of a mile wide, north-westward, sweeping
the light of Skippool, near Poulton-le-Fylde, on its way, and
bursting forth from the narrows at Wardleys, upon a north trend,
into the tidal estuary which embraces an area of three miles
by two, producing a combined reflux of back-water, equal to
fifty million cubical yards, and dipping with such a powerful
_under-scour_ during the first half-ebb, as to preserve a natural
basin just within its coast-line orifice, capable of riding
ships of eighteen or twenty feet draft, at _low water spring
tides_; perfectly sheltered from all winds, and within a cable’s
length of the railway terminus, nineteen miles from Preston,
and in connection with Manchester, Lancaster, Liverpool, and
London. It is on the western margin of this natural dock that the
town, wharfs, and warehouses are rising into notice, under the
privilege of a distinct port, and abreast of which, the shores
aptly narrow the _back-water escape_ into a bottle-neck strait
of but one-sixth the width of the estuary, so impelling it down
a two-mile channel as scarcely to permit diminishment of its
three and four-mile velocity until actually blended with the
_cross-set_ of the Lune and Morecambe Bay ebb waters. Thus, the
original short course of Wyre to the open sea, is freed from the
usual river deposit, its silting matter being kept in suspension
until transferred and hurried forth at right angles by the ocean
stream. It is, therefore, the peculiar feature and fortune of
Wyre that, instead of a _bar_ intervening between its bed or exit
trough and the open sea, a precipitous river shelf, equal to a
fall of forty-seven feet in one-third of a mile, exists.”

The first steam dredger, of 20 horse power, was launched on the 21st of January, 1840, and the important work of deepening and clearing the channel at once commenced.

At a meeting of the Tidal Harbour Commissioners held at the port on the 21st October, 1845, it was stated that the harbour dues were—for coasting vessels, 1d. per ton, and for foreign ships, 3d. per ton; whilst the light charges were in all cases 3d. per ton. At the same time it was observed that the whole of the dues amounted in 1835 to £36 2s. 0d., and in 1845 to £528 9s. 5d. (In 1855 the dues on similar accounts reached £1,520; and in 1875, £2,427.) The Walney light was reported to be a great tax on vessels coming to Fleetwood, as they were charged 3d. a ton per year, commencing on the 1st of January; so that if a vessel arrived at the port on the 28th of December, a charge was made for the year just closing, and a further sum demanded from the craft on going out in the month of January. This was not the case with regard to similar taxes in other localities, where one payment exempted a ship for twelve months; and consequently the regulation acted in some degree as a deterrent to traders, who might under a more liberal arrangement have been induced to have availed themselves in larger numbers of the facilities offered by the new haven. The total length of useful wharfage in 1845 extended over 1,000 feet, being well supplied with posts and rings, and possessing no less than sixteen hand cranes, thirteen of which were for the purpose of unloading vessels at the quay. There was a depth of five feet at low-water spring tides from the marine lighthouse, at the foot of Wyre, to the wharf, and it was proposed to dredge until ten feet had been obtained.

On examining the state of the shipping trade of the harbour during the year 1845, it is discovered that the imports and exports of foreign produce and home manufacture, respectively, far outstripped those of any of the few preceding years. There had been vessels laden with guano from Ichaboe, sugar from the West Indies, flax from Russia, and timber from both the Baltic and Canada, making in all twenty-three ships of large tonnage, only two of which returned with cargoes, in far from complete stages of fulness, from the warehouses of Manchester, Preston, or other adjacent commercial towns. The coasting trade had also given earnest of its progressive tendencies by a remarkable increase in the number of discharges and loadings over those of the previous twelve months, and notwithstanding the four hundred feet of extra wharfage, forming the wooden pier, just opened, the demands for quay berths could not always be supplied.

New bonding warehouses were erected towards the close of 1845 at the corner of Adelaide and Dock Streets, the temporary ones previously in use being abandoned, and comprised three stories capable of providing accommodation for 400 hogsheads of sugar at one time, as well as spacious vaults and other conveniences for duty-bearing articles. The goods allowed to be warehoused were wine, spirits, tea, tobacco, East India goods, and goods in general.

In 1846 prosperity continued to reward the efforts put forth by the authorities of the young haven. Twelve vessels arrived from America with timber, and nine similarly laden from the Baltic; tobacco, sugar, and other commodities were imported in two ships from the Indies; but the event which kindled the brightest anticipations in the breasts of the inhabitants and others interested in the success of the port was the arrival of the barque “Diogenes,” chartered by Mr. Evans, of Chipping, with the first cargo of cotton ever landed at Fleetwood. In it was welcomed an introduction to the chief trade of the county, and a happy augury of future activity in an import which would not only of itself materially assist the financial condition of the harbour, but would also be the means of spreading its reputation throughout the commercial world, and extending its field of action to a degree which could scarcely be foretold. How these pleasant visions have been fulfilled the reader is perhaps aware, but if not a glance at the tables of coasting and foreign trade, given a little later, will furnish the necessary information. On the 12th of February, immediately the novel consignment just referred to, which “afforded a suitable opportunity,” had come to hand, a public dinner was given by their fellow-townsmen to Frederick Kemp and John Laidlay, esqrs., as a mark of respect for their assiduous efforts to develope the mercantile resources of the place. During the evening Mr. Laidlay remarked that “within a short period the trading intercourse of the port had extended to various and distant portions of the world, the products of Africa, the West Indies, and North America having been imported; and stretching our arm still further, a cargo from the East Indies may be stated as almost within our grasp.” Mr. Evans, in alluding to his transatlantic shipment, affirmed that in bringing it by way of Fleetwood, he had effected a saving of at least a farthing per pound; and continued,—“When the order was given, it could not have been imported into Liverpool without loss.”

In the latter part of the year a testimonial was presented by the inhabitants of the town to Henry Smith, esq., of Fleetwood, manager of the North Lancashire Steam Navigation Company, as a tribute to his untiring and successful attempts to promote steamship traffic and advance the interests of the place, and in the course of a speech made on the occasion, Mr. Smith said:—“In 1842 I first visited Fleetwood at the request of the London board of directors, it then presented a most gloomy aspect—a splendid modern ruin, no shipping, no steamers, no passengers for the trains, and yet it required no very keen discernment to learn that all the facilities for trade and commerce existed here, but life was wanting; here was one of the finest and safest harbours, certainly the best lighted and marked port on the west coast, being as easily made by night as by day, with that wonderful natural phenomenon, the Lune Deep, making it a safety port to take in fog by sounding—a thing having no parallel in England.... What changes have we witnessed here since 1842? I have seen your population without employment, and now there is more work than there are hands to perform—the wages from one shilling a day have advanced to two shillings and sixpence and three shillings; then indeed was your port without a ship, now there is a general demand for more quay room, although since then upwards of 1,000 feet have been added to the wharfage; then your railway receipts were £100, this year they have attained £1,500 per week.” This unfortunate gentleman was killed in the June following, through a collision on the London and North Western Railway; and there can be no hesitation in affirming that, had his career of usefulness and activity not been thus prematurely cut short, the trade of Fleetwood would have developed, in the long period which has elapsed since his death, into something more important than it presents to day.

The following authentic returns of the whole business of the port in 1846 forms a favourable comparison with those of 1840, the year in which the railway was opened, when they amounted to 57,051 tons of imports, the exports being proportionately small:—

COASTING.

IMPORTS. EXPORTS.

1846. January 59 ships 11,564 tons. 59 ships 11,875 tons.
” February 60 ” 11,251 ” 62 ” 11,208 ”
” March 72 ” 11,252 ” 70 ” 11,289 ”
” April 63 ” 10,971 ” 66 ” 11,098 ”
” May 61 ” 11,539 ” 121 ” 11,790 ”
” June 61 ” 10,637 ” 97 ” 14,715 ”
” July 81 ” 13,413 ” 94 ” 14,274 ”
” August 80 ” 13,194 ” 93 ” 16,042 ”
” September 94 ” 13,515 ” 65 ” 11,609 ”
” October 64 ” 11,472 ” 71 ” 13,158 ”
” November 63 ” 11,094 ” 51 ” 8,619 ”
” December 41 ” 7,785 ” not obtained.
----------------------- -----------------------
799 ships 137,687 tons. 849 ships 135,677 tons.
Foreign 24 ” 6,935 ” 13 ” 2,703 ”
----------------------- -----------------------
Total 823 ships 144,622 tons. 862 ships 138,380 tons.

The animated appearance of the harbour was described in 1846 by a gentleman connected with the town, as here quoted:—“With two Indiamen at their berths, the splendid steamers alongside, schooners, small craft innumerable dotting the river, wharfmen, porters, etc., removing merchandise from vessel to wagon, and _vice versa_, the cranes in constant operation, goods-trains arriving and preparing for departure, give the pier-head and harbour an air of bustle and activity, and are themselves a pleasing indication of what our commerce may become; of the trade which vigilance, patience, and effort, may secure to the harbour and railway.”

The twelve months of 1847 proved anything but a re-assuring time. The foreign imports suddenly fell off to six cargoes, four of which were timber from America, the two remaining being guano and timber from Hamburg. One left for Mexico and Hong Kong, laden with British goods, silk, wine, and spirits from the bonding warehouses. The coasting returns also showed a diminution of almost fifty discharges at the quay, as compared with the previous year, and a corresponding decrease in the exports; but in spite of the sudden dispiriting experience, we find from the annexed extract out of the annual official report concerning the harbour, that the future was regarded hopefully:—“There is every probability of the business increasing at this Port, as an extensive trade with the Baltic is expected, and most of the goods now in warehouse under bond will no doubt be taken out for home consumption during the present year.” 1848 was marked by an increase of nine in the number of foreign importations; and of the fifteen large vessels which arrived, one was from France with wines and spirits for re-exportation to Mexico, two were from the Baltic and Hamburg with timber, eleven from Canada with timber, and one from Russia with flax. The importers of timber carried on, and used sedulous efforts to extend, a healthy retail trade in the adjoining districts and in the west of Yorkshire. The export trade was still inconsiderable, although gradually increasing, but it was expected, from the convenient situation of the harbour to the manufacturing towns, and the local dues upon vessels and goods being much lower than at other ports, that both it and the imports would, before many years had passed over, become very extensive, more especially as the Lancashire and Yorkshire Railway Company had recently acquired a right to the line between Fleetwood and Preston, and were offering every facility and inducement to shippers and manufacturers, with the view of making this haven the inlet and outlet for goods to and from the towns and villages on their several lines. During the twelve months eighteen small importations of paper from the Isle of Man took place, and it was necessary for the officers connected with the customs to keep a strict guard upon the wharf to prevent the smuggling of that and other dutiable articles by the numerous passenger and coasting vessels from the above island, as well as from Scotland and Ireland.

In 1849 the foreign imports were more than doubled, the excess being chiefly due to the increase of timber-laden vessels. Six of the total number sailed outwards with cargoes of warehoused goods, and nine with coal and salt. The coasting trade underwent a most remarkable rise of about four hundred cargoes inwards, and two hundred outwards, the principal of the former being iron ore, pig iron, and, more occasionally, grain; and of the latter, coal. The barque “Isabella” discharged 609 bales of cotton at Fleetwood from America in July, 1850, being the second cargo landed here, and later in the year another consignment of 400 bales was brought by the same vessel. In 1851 the only novel feature was the arrival of a large shipload of currants; the value of British goods exported amounted to £90,000, besides which there were considerable quantities of merchandise sent outwards from bond. The main foreign business in 1852 was in timber and dried fruits, but such importations were seriously diminished during the ensuing year by the high price of the latter and by a temporary misunderstanding between the railway company and one of the chief timber merchants, through which several consignments intended for the Wyre were diverted elsewhere; in addition five large cargoes were lost at sea and not replaced. The coasting trade continued to expand until 1856, when its zenith was reached, since when it has been characterised by a gradual decline, and the last report, that of 1875, is as little encouraging as any, with one exception, of its degenerate predecessors. The fourth freight of cotton, consisting of 1,327 bales, made its appearance in the ship “Cleopatra,” in the spring of 1857, and was consigned to Messrs. Benjamin Whitworth and Brothers, of Manchester, etc. Shortly afterwards, barely two weeks, the “Favourite” arrived with a further consignment for the same firm, and gave the signal for the real commencement of a prosperous trade in that commodity with America, which rapidly developed until the outbreak of civil war in the transatlantic continent brought it somewhat abruptly to a close in 1862. In a comparative statement of charges between Liverpool and Fleetwood, issued during that flourishing time, it was demonstrated that on a vessel of 500 tons, cotton in and coals out, the following saving in favour of this port could be effected:—

£ s. d.
Charges on Ship 66 0 0
” on Cargo inwards 96 8 4
” on Cargo outwards 8 6 8
---------
Total saving £170 15 0

Supposing the cargo to have been consigned to parties in Preston, a further advantage, amounted to £230 0s. 0d. in carriage would be gained, raising the entire saving to £400 15s. 0d.

During late years, the business firm just alluded to, whose interests in, and efforts for, the welfare of the port have so long been unflagging, has made a vigorous attempt to revive the American cotton importations. For the last few seasons several of their shipments, about ten, have annually arrived, and there is every prospect that when the dock is completed many more vessels will be chartered. A large shed for the reception of cotton was erected in 1875, in Adelaide Street, by Messrs. B. Whitworth and Bros., who have also established a permanent office in the town.

In 1859 the trade between Fleetwood and Belfast had developed to such an extent that a larger covered area for the temporary warehousing, loading, and discharging of goods was urgently called for, and towards the close of that year a space of about 190 feet in length, by 30 feet wide, was walled in and roofed over on the quay, adjoining the building then in use for the same purposes. Four years later, in 1863, two steam cranes were placed on the wharf by the North Lancashire Steam Navigation Company. Subsequently other cranes, working on a similar principle, have been added to those experimental ones, and gradually the old system of hand-labour at the quay-side has been superseded by the adoption of this more expeditious and economical plan. Shortly before the last-named facilities had augmented the conveniences of the wharf, a fresh description of mooring appliance was laid down in the harbour, and consisted of two longitudinal ground chains of 1,000 feet each, attached at intervals of 50 feet to two sets of Mitchell’s screws, which were worked into the clay in the bed of the stream. The bridle chains, shackled above to the mooring buoys, were secured below to the ground links between the attachments of the screws, the buoys being so arranged that each vessel was held stem and stern, instead of swinging round with the tide, or stranding with one end on the large central sandbank, as heretofore.

From 1862 to the present date, the story of the haven, with the exceptions of the trawling fleet and the Belfast line, which will be treated of directly, is not one which will awaken envy in the breasts of those whose interests are bound up in rival ports, nor indeed can it be a source of congratulation to those whose interests might ordinarily be supposed to be best promoted by its prosperity. It is true that the foreign trade for seven years after 1862 was in a state of fluctuation rather than actual decline, but the three succeeding years were stationary at the low figure of 21 imports each, after which there was a slight improvement, raising the annual numbers to 24, 32, and, in 1875, 33, due more to the staunch allegiance of Messrs. B. Whitworth and Bros., whose cotton again appeared on the wharf, than to any inducements offered to them or others by increased facilities or more appropriate accommodation. The coasting trade has already been referred to, so that there is no necessity to recapitulate facts but just laid before our readers. It is proper, however, to mention a few statistics respecting the trade in exports of coal, the chief business, and below are given the numbers of tons shipped, mostly to Ireland, in each of the specified years:—

1855 31,490
1860 23,652
1865 16,225
1866 12,315
1867 10,912
1868 6,809
1869 24,741
1870 43,653
1871 51,473
1872 54,794
1873 55,447
1874 56,939
1875 71,353

The large and sudden increase from 1869 is mainly owing to several screw steamships having been extensively engaged in the traffic, and there is every probability, from the addition within the last few months of a new and handsome coal-screw, and other indications, that this branch of commerce will continue to develope with equal, if not greater, rapidity. Again, it should be remembered, when considering the falling off in the numerical strength of the coasting vessels trading here, that those now plying are of much greater carrying capacity than formerly, and consequently the actual exports and imports have not suffered diminution in anything like the same proportion as the ships themselves. A series of tabular statements of all the most important and interesting matters connected with the harbour from the earliest obtainable dates has been prepared from the official returns made to the custom-house during each twelve months, and subjoined will be found a list of the vessels retained on the register as belonging to the port at the end of the years indicated, with their tonnages and the number of hands forming the crews:—

Steam Sailing
Year. Vessels. Tonnage. Hands. Vessels. Tonnage. Hands.
1850 3 739 49 15 560 54
1851 3 739 49 21 856 77
1852 3 739 49 24 1495 104
1853 4 806 54 31 4002 196
1854 2 560 32 41 5337 261
1855 3 586 35 49 4933 267
1856 4 978 52 51 5458 280
1857 3 952 49 71 7839 391
1858 4 968 54 79 8168 427
1859 4 968 54 76 6930 392
1860 4 968 54 84 12075 570
1861 5 1508 74 93 14760 640
1862 4 1249 62 89 13957 602
1863 4 1249 62 85 12147 567
1864 5 1355 71 81 10338 513
1865 6 1372 74 83 9757 479
1866 6 1372 74 80 8831 454
1867 6 1779 90 77 9265 451
1868 6 1779 90 85 11226 515
1869 5 1239 70 99 12601 587
1870 7 1797 93 104 12546 609
1871 7 1571 81 115 13642 690
1872 7 1571 81 133 15161 789
1873 7 1994 92 150 19379 947
1874 7 1994 122 162 22598 1045
1875 9 2671 160 165 22655 1061

The foregoing tables, taken by themselves, would seem to imply that from the year 1868, the business of the place had been characterised by a rapid and most satisfactory increase, but unfortunately for such a deduction, the ships registered as belonging to any port afford no clue to the number actually engaged in traffic there, hence it happens that many vessels hailing from Fleetwood, as their maternal port, are seldom to be observed in its waters.

The following are the annual records of the foreign and coasting trade of the harbour, in which the Belfast and all other steamships are included under the latter heading:—

VESSELS WITH CARGOES.

FOREIGN TRADE. COASTING TRADE.
Year. Inwards. Outwards. Inwards. Outwards.
1844 8 1 436 327
1845 23 2 580 473
1846 24 13 799 927
1847 6 1 752 913
1848 15 5 873 857
1849 36 15 1247 1059
1850 38 14 986 1014
1851 35 13 943 932
1852 32 12 951 823
1853 22 7 1093 919
1854 23 6 1119 983
1855 21 4 1101 971
1856 10 4 1181 1120
1857 18 7 1130 1150
1858 26 13 1020 986
1859 38 20 1023 865
1860 71 30 1123 813
1861 68 28 953 713
1862 41 7 884 560
1863 27 10 795 615
1864 35 6 783 610
1865 29 2 868 623
1866 39 2 762 612
1867 37 4 737 573
1868 26 3 689 512
1869 28 3 730 512
1870 21 4 694 573
1871 20 6 545 526
1872 21 3 697 621
1873 24 3 696 670
1874 32 6 703 587
1875 33 2 659 589

The particulars given below, concerning the vessels belonging to Fleetwood, will form an interesting and useful accompaniment to the foregoing:—