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The Mersey Ferry is a ferry service operating on the River Mersey in England. The fleet consists of three vessels, which share the workload of cross-river ferrying, charter cruises and the Manchester Ship Canal cruise. The service is managed by Merseytravel.

Contents 1 History 1.1 The Corporation Years 1.2 The MPTE takes over 2 The Boats 2.1 The Royal Family 2.2 Leasowe, Egremont and Royal Daffodil 2 2.3 Mountwood, Woodchurch and Overchurch 2.4 Refits and renamings 3 References 4 External links

The first known ferry began in the 1150s when the monks of Birkenhead Priory started a small ferry crossing. They used to charge a small fare and row passengers across the River Mersey. At this time, the Mersey was considerably wider with sand dunes and marshes to the north leading up to Ainsdale beach and sandstone cliffs and shorelines to the south near Otterspool. The only suitable landing point for the ferry was in the Pool, near the site of the present Merseyside Police headquarters. Weather often stopped crossings and passengers were delayed for days, taking shelter at the priory. The monks operated the service up until the priory's destruction by Henry VIII's troops. The ferry rights were then passed to private owners who resorted to the use of fully rigged sailing ships. The use of sailing ships meant that bigger vessels could be employed, but in reality these boats were even more at the bidding of the weather. The Mersey is famed for its thick fogs, and during these times during winter there was little wind and ferries could not operate.

By the 18th century, an increase in stage coach traffic from Chester spurred the growth of the transportation of passengers and goods across the river.^[1] During this period, there were many ferry routes criss-crossing the Mersey.
On the Wirral Peninsula:

• Eastham
• New Ferry
• Rock Ferry
• Tranmere
• Birkenhead
• Monks Ferry
• Woodside
• Seacombe
• Egremont
• New Brighton

Liverpool had terminals at:

• Pier Head
• Garston

There was considerable debate as to the best way of boarding a ferry vessel. For the first steam ferry, Etna, which entered service on 17 April 1817, the idea of extension stages was mooted. These were long piers that were mounted on wheels and, by using a steam engine, could be wheeled in and out depending on the level of the tide. These proved to be unsuccessful and instead they were replaced with the current floating pontoons which were designed to rise and fall with the tide.

Until the establishment of the Mersey Railway in 1886, the ferries were the only means of crossing the river, and so all of the routes were heavily used. All of the ferry routes were owned by private interests, before coming under the municipal ownership of Birkenhead Corporation and Wallasey Corporation in the mid 19th century. These two Corporations bought out most of the terminals on the Mersey, with Birkenhead getting all those south of Woodside, and Wallasey north to New Brighton.

Due to financial losses incurred from a gradual reduction in patronage, Birkenhead Corporation gradually closed its southern terminals; New Ferry (officially) on 22 September 1927, Eastham in 1929 and Rock Ferry on 30 June 1939. The closure of Eastham marked the last use of ferry paddle steamers on the river.^[2] Wallasey were always trying to close Egremont, but faced stiff opposition from locals who got petitions to keep the ferry open. The chance came to close Egremont during World War II for economical reasons, after the pier was damaged in a collision. This was in similar circumstances to the demise of New Ferry twenty years earlier. As a result, the Egremont service never reopened.

In the boats themselves, there was quick development, the early incarnations of today's modern vessels can be seen in some of the early propeller driven ships, mainly the 1906 pair, Royal Iris and Royal Daffodil. The Wallasey twin screw vessels all had flying bridges with an enclosed wheel house and open navigation boxes. They were all fitted with ahead and astern reciprocating engines and most vessels could achieve a speed of around 12 knots. Birkenhead did not use flying bridges, instead having a central wheelhouse and two outer navigation boxes. Wallasey ferries employed a funnel livery of white and black and Birkenhead red and black. After World War II, this was changed to an orange red and in 1960 to full orange when Mountwood and Woodchurch were introduced. When the railway tunnels were introduced, the ferry service did suffer somewhat but it always remained popular. It was really the advent of the road tunnels that caused trouble. Both ferry companies earned a substantial amount from luggage boats, which carried vehicles across the river. When the Queensway road tunnel opened between Birkenhead and Liverpool, the percentage of traffic dropped by 80%. By the 1940s, luggage boat services from both Woodside and Seacombe to Liverpool had ceased.

As a result of the Transport Act 1968, both Corporations merged under the single control of the Merseyside Passenger Transport Executive (MPTE) on 1 December 1969.^[2] By this time, New Brighton had declined as a tourist destination and coupled with silting problems near the landing stage, the ferry service was withdrawn in 1971, with the stage and pier subsequently demolished.

In spite of the close proximity of Wallasey and Birkenhead and their respective ferry landing stages, both Corporations had used different gangway spacing on their vessels. This meant that a Wallasey ferry could not utilise both gangways at Birkenhead's terminal at Woodside, and that a Birkenhead boat would be similarly disadvantaged at Seacombe and New Brighton. The Pier Head at Liverpool was obliged to have gangways to suit both sets of ships. When the combined ferry fleet was rationalised, Seacombe Ferry landing stage required the construction of an additional gangway to cater for the Birkenhead vessels.

The 1970s economic situation in Britain saw costs escalating, with funding limited by the MPTE, which was embarking on an expensive operation to construct the Merseyrail "Liverpool Loop" extension. Compounded with the opening of the Kingsway road tunnel on 28 June 1971 and a further decline in passenger numbers (only 4,000-5,000 a day), the future of the service was uncertain. It was sentimental, rather than economical grounds which resulted in the retention of the ferries, after much public protest. However, service frequency was reduced, with ferry fares being linked to bus and rail fares.^[2]

1984 was a momentous year for the ferries. For the duration of the International Garden Festival, a special ferry service was provided to Otterspool Promenade. Sailing ships from the Tall Ships' Race visited the river in August, which helped bring patronage to 250,000 over four days, a level unseen for forty years.^[2]

There have been hundreds of ferry boats used on the Mersey. The Birkenhead boats Claughton, Bidston, Thurstaston and Upton were viewed as the fastest ferries on the river. The Wallasey ferries included a number of three deckers such as the Marlowe, which were used for both ferry duties and cruising. The first diesel ferry to enter service was the Royal Iris in 1951. The current flagship of the Mersey Ferry service is the MV Royal Daffodil.

The "Royal" prefix was granted to the ferries Iris and Daffodil for their service during World War I where they were instrumental at the Mole in Zeebrugge. Both ferries were badly damaged by returned home to a triumphant greeting. Since the original duo's withdrawal, there have been other Royals. The Royal Daffodil 2 was arguably the most luxurious ferry ever built. She was hit by a bomb and sunk at her berth in World War II, but later raised and returned to service, with little of her pre-war splendour. Perhaps the most famous Royal is the Royal Iris of 1951. She was the best loved of all the Mersey ferries. She was the first diesel powered vessel of the Wallasey fleet. She had four diesel generators connected to two Metrovick marine propulsion units. She differed to all the other ferries as she had super smooth lines and a dummy funnel in place. She played host to hundreds of party cruises and bands such as Gerry and the Pacemakers, The Searchers, The Beatles and also Elvis Costello. She received a major refit in the 1970s and her popular fish and chip cafe - which earned her the name "the fish and chip boat" - was removed and replaced with a steak bar. The Royal Iris remained in service for nearly 40 years before being sold in 1993 - two years after withdrawal - for use as a floating nightclub. She is now berthed at Woolwich, London and is currently being refitted.

The Leasowe and Egremont were built by Philip and Co. in Dartmouth, Devon and entered service in 1951 and 1952 respectively. Named after suburbs of Wallasey, both vessels were commissioned by Wallasey Corporation.

They were of a traditional design but boasted ultra modern equipment including Crossley multi-speed engines for versatile control. The only had one single boarding gangway and their forward saloons extended to the whole width of the ship. The forward saloons also had a bar area and dance floor, which meant the vessels could be used for cruising. Unfortunately, the lack of a forward gangway made these vessels less suitable in their primary roles as ferries, as it was necessary to embark and disembark passengers in two stages.

Egremont differed externally to Leasowe in that she had a canvas awning fitted around her funnel. Early photographs of Leasowe and Egremont show them carrying what look like binnacle shrouds (the brass lids that sit atop of a binnacle) on the roof of their wheelhouses and wing cabs. It is not understood what these were. Some people have said that they were in fact ventilation devices. Upon the bridge there were numerous modern devices. Chadburn synchrostep telegraphs and rudder angle indicatiors, hydraulic steering telemotor and an automatic whistle control could be found in both the wheelhouse and the navigation boxes. There was also an internal communication system, a ship to shore radio and PA system and three binnacles on the bridge. Similar types of navigation equipment and deck fittings used on these vessels are extant on the Edmund Gardner Pilot Boat at Merseyside Maritime Museum. The Leasowe and Egremont were popular ferries with thier crews as they had much improved crew accommodation compared to the earlier steamers, where much of the lower deck space was taken up with boilers and machinery. When the ferries entered service they all had Wallasey white and black funnel liveries.

The Royal Daffodil 2 was constructed by James Lamont and Co. at Greenock and entered service in 1957. She was a large and bulky ship compared with the other vessels of the Wallasey fleet, as she had three decks and was designed for the dual role of ferry and cruise service. The gross tonnage of Royal Daffodil 2 was 609, but despite her size she only had the same engines as the smaller Leasowe and Egremont. This meant that the ship was underpowered and somewhat hard to handle in heavy seas. The ship's second deck was intended for use as a bar and function area, however this did not happen due to cost limitations. Instead the it was simply a draughty space with seating and a semi - closed basic saloon.

With the merger of the Wallasey and Birkenhead fleets in 1969, the ferries lost thier wallasey colours to be replaced with the primrose yellow and powder blue of the MPTE, and latterly emerald green and black. In the mid 1970s, Leasowe and Royal Daffodil 2 were sold to Greek owners and have been heavily modified since. Egremont is now used as a floating headquarters for the Island Cruising Club in Salcombe, Devon, not far from her original birthplace.

The current Mersey Ferries fleet comprises three vessels, all based on a similar design by naval architects Graham and Woolnough of Liverpool. Originally named Mountwood, Woodchurch and Overchurch after overspill post-war housing developments of Birkenhead. They were commissioned into service by Birkenhead Corporation.

Mountwood and Woodchurch were built at Dartmouth by Philip and Sons. The Mountwood was launched on the 31 July 1959 and the Woodchurch on the 28 October of the same year. They were looseley based on designs of the Leasowe and Egremont of the Wallasey fleet, although they both weighed considerably less at 464 tonnes, compared with 511 tonnes for the earlier vessels. Interestingly, the new sisters were substantially larger than the older Wallasey pair, however, the earlier twins used much bulkier machinery and steel which added significantly to the gross tonnage. Interestingly they are also larger, being approximately 19 feet longer, 6 feet broader and over a foot taller. Both vessels were externally identical in almost every way, apart from shrouds protecting their funnel aft vent. Mountwood had a round shroud whilst Woodchurch was fitted with a square one.

Compared to the earlier Wallasey twins, the Mountwood and Woodchurch were highly advanced. They benefitted from an injection of cash from both Birkenhead Corporation and the Joint Tunnel Committee. They were given special Crossley eight cylinder engines which were fitted with gears and automatic air brakes. New style telegraphs by Chadburns were designed which had a facility for braking the engines for rapid reversal, the telegraphs were part of a brand known as "Synchrostep" and were all originally painted blue with shiny brass rimming. They entered service in 1960 and were an instant hit with ferry passengers. They were light, modern and boasted the latest in marine navigation equipment. They were given an orange and black funnel livery. In their early years of service both the ferries carried rope fenders to protect their rubbing strakes.

The Mountwood was used in the film "Ferry Cross The Mersey", a musical and subsequent Gerry and the Pacemakers song. In her early years Mountwood was an unreliable ship. She broke down three times whilst crossing the river and had to anchor. Her passengers were rescued by Woodchurch. She also collided with Bidston whilst berthing, due to a communications error.

They were joined in 1962 by Overchurch. Built at the Birkenhead shipyard of Cammell Laird and Co., Overchurch was of all welded construction and also had a bridge was completely enclosed rather than a wheelhouse and navigation boxes like Mountwood and Woodchurch. Overchurch had a high funnel immediately behind the bridge and also a small bridge deck, giving the appearance of a somewhat top-heavy look, as a result. She was also very popular and was fitted with the same navigation equipment as her near sisters. The Overchurch differed slightly in that she was a few tonnes heavier and a few inches longer. In 1962, she conveyed Princess Alexandra to open the new Cammell Laird dry dock.^[3]

The trio of ferries all remained in near constant operation up until 1981, when cost cutting measures saw Woodchurch withdrawn for almost three years. ^[2] It was rumoured that she was cannibalised to help keep her sisters running. Whilst in lay up at Clarence dry docks, she was offered for sale, with one prospective buyer hoping to use her to operate cruises around the Isle of Man. She was not sold and after main engine repairs and a full repaint Woodchurch returned to service in 1983, freeing up Overchurch to work the new Otterspool service, set up for the 1984 International Garden Festival. The ferries all operated on a normal 20 minute route throughout this.

In 1989, Mountwood and Woodchurch were withdrawn and extensively refurbished internally which resulted in complete rewiring and main engine repairs. They were given new modern interiors and their separate bridge wings and wheel houses were plated over to form one large bridge, although none of the original equipment was removed from the new bridge. They entered service by July 1990 in time for the QE2's first visit to the Mersey and also operated the new "heritage cruises". They also were given a new black and red livery replacing the red white and blue given for the Garden Festival season of 1984. The Overchurch was withdrawn from regular service and subsequently moved to Bootle, were she was internally refurbished and rewired. She was then moved to the ferries regular berth on the East Float, where she saw little use for nearly a decade.

The Overchurch was given her major refit in 1998 at Lengthline Ship Repairers in Manchester, which resulted in a major rebuilding of all decks and fitting of new engines and navigation equipment. She was renamed Royal Daffodil and returned to service in 1999. Mountwood and Woodchurch were also refitted and renamed Royal Iris of the Mersey and Snowdrop, respectively in 2002 and 2004. The ferries were re-designed by thier original architechts - Graham and Woolnough. When all three vessels were refitted, their original helms and binnacles with compasses were placed back on the refurbished bridges. Other equipment, such as the telegraphs, were put in storage in the Mersey Ferries' archives.

The ferries' masts now carry four red, one white and one green light at various points. Prior to refit, they had only a forward facing white light. This is because all the ferries have been upgraded to a class 3 certificate, enabling them to sail much further and to various other locations such as Llandudno and Barrow-in-Furness. The extra lights are only used in this situation. Briefly, the Royal Daffodil carried a white half mast light which was suspended within the rigging. This was due to an electric failure in her main mast head lamp and an auxiliary light had to be used.

Each ferry carries two 600 ppsi compressed air Klaxons. The Royal Iris of the Mersey and the Snowdrop are each in the E major key and the Royal Daffodil's is in the F major key.

The front angled bridge windows on the Royal Iris and the Snowdrop have been subject to much criticism, as they are contradictory to the classic ferry design.

• Official Mersey Ferries website
• Photographs of Mersey Ferries
• Film of the Mersey Ferries
• Getting Places: Commuter Ferries