Celebrating 800 years of the word famous ferries...
Current ferries fleet.
Fleet
The current fleet of three vessels has served the river for over 50 years. There are three boats, Royal Iris of the Mersey, Royal Daffodil and Snowdrop. The ferries share a busy workload of commuters, tourists and also operate many special cruises each year.
Beginnings
The current three vessels all date from the 1960's and were originally named Mountwood, Woodchurch and Overchurch. In order to understand why the three boats were introduced we must go back to 1957. At this time, the ferry services were operated to New Brighton and Seacombe by Wallasey Corporation. The busy Liverpool to Woodside service was operated by Birkenhead Corporation. In 1957, Wallsey were awaiting the arrival of the brand new, diesel powered Royal Daffodil II. They had the benefit of an almost brand new fleet. 1951 saw the arrival of the unique and futuristic looking Royal Iris. Powered by a diesel electric configuration and with her super streamlined hull design, her arrival heralded a new age of ferry on the river. She was followed shortly after by two more traditional looking but no less modern ferries named Leasowe and Egremont. The arrival of the Royal Daffodil II meant that Wallasey had a modern fleet. Birkenhead on the other hand were operating with four quite delightful but somewhat old fashioned coal fired steamers. These were named Hinderton, Thurstaston, Claughton and Bidston. The age of the vessels, coupling with the added difficulties of coaling them since the removal of the floating roadway at Woodside landing stage made the case for the ordering a replacement ferries to carry the service forward into the 1960s.
Design, construction and early years.
Funding for the new fleet needed to be sought in order to finance their construction. Approval for the new vessels was given by the council and funding was put up by the Mersey Joint Tunnel Committee. There was some surprise locally that the contract to build the first two new ferries did not go to Cammell Laird the company having built numerous other ferries for the service and being virtually next door, however Lairds had a full order book at the time. The contract was awarded to Philip & Son Ltd of Dartmouth. Phillips had built the two earlier Wallasey ferryboats Leasowe and Egremont on which the new pair were to be loosely based - having been designed by the same firm, Graham & Woolnough of Liverpool.
The twins were intended to be an up to date version of the traditional Birkenhead ferry. With a gross tonnage of 464, overall length of 152 feet and a beam of 40 feet. Space was given over to passengers on three decks. The lower deck housed a buffet and smoke room, the machine space and also crew accommodation aft. The main deck had a forward heated observation lounge, a central heated saloon with the toilet block and dedicated storage for cyclists aft. The top deck was largely open, with a forward shelter immediately beneath the bridge. In front of this was the forward observation deck. The top deck shelter was open at the back so as not to hinder the daily anti clockwise promenade of commuters.
The ferries bridges contained up to date navigation equipment - although they were not completely enclosed, having the traditional central wheelhouse and side boxes. Most of the twins instrumentation was provided by Chadburns, Siemens and Brown Brothers. A traditional Browns brass helm was positioned centrally connected to a Browns hydraulic steering pedestal with a Siemens rudder indicator mounted onto this. In front of this was a compass binnacle. There were three sets of telegraphs on the bridge, operating the port and starboard engines. One set was positioned in the central wheelhouse and the others in the side boxes. The side boxes also each contained a compass binnacle. The telegraphs were produced by Chadburns of Liverpool and were part of the 'Synchrostep' brand. Somewhat futuristic looking for their day, they had custom command plates which included options to 'brake' and 'start' the engines, as well as greater speed control. The engines could be controlled directly from the bridge. Mounted in the funnel were two Kockums Super Tyfon TA 100/165 whistles. These were operated using either brass Chadburn 'Willet-Bruce' whistle controls or via a toggle above the helm. The layout on the two ferries bridges was almost identical, but the Mountwood contained larger tachometers which were mounted on the forward bulkheads in the wings above the rudder indicator.
The ferries were no less high tech in the engine room. They were powered by two 8 cylinder Crossley medium speed diesel engines which developed almost 1,400bhp and could easily propel the vessels at their contractual speed of 12 knots. The engines were linked via a chains to the bridge telegraph so they could be operated directly from the bridge by the officer on watch.
The two new ferries were named Mountwood and Woodchurch after two local areas and they were delivered to the Mersey separately in 1960. The ferries original funnel colours were bright orange with black soot buffer, a thin central black line and a black base. They carried on the tradition of bearing their bow lettering in script form and also wore the traditional Birkenhead rope fenders to protect their rubbing strakes. The Mountwood was used in the film 'Ferry Cross The Mersey' starring Gerry Marsden - featuring in the scene where the now legendary song is sang whilst Gerry and the band are crossing the Mersey to Liverpool.
An all welded ferry...
The third and final ferry to be built was the Overchurch. She was of a generally similar layout to her two near sisters, however she was slightly larger with a gross tonnage of 468. The Overchurch was designed and built by Cammell Lairds Ltd in 1962.
Although she was fitted with identical engines, her overall look and fit out was somewhat more advanced. Her wheelhouse was completely enclosed and she had a small bridge deck fitted around the large funnel which was joined to the bridge at the front. This tended to give the ferry a somewhat top heavy look. She was also the first ferry to be of 'all welded' construction. Overchurch's wheelhouse was regarded as quite futuristic at the time, with a single compass binnacle. She had the same telegraphs as her two hear sisters, however only the heads were fitted into specially built consoles which also contained her instruments, giving the bridge a clutter free and modern look. Like her sisters she was given a traditional brass helm by Brown Brothers. Curiously she did not have a central set of telegraphs as per her sisters, she only had telegraphs in the wings - this was said to keep the bridge crews very fit as they would have to run into the wings to change the speed of the engines.
In Service.
The three ferries spent the first years of their lives crossing over the river between Liverpool and Woodside, carrying a busy daily load of commuters. There had been rumbling talk of a 'joint ferry service' for a number of years, to integrate the travel across the river and also the minimize the annual losses of both ferry services. The axe on the separate services came in 1969 with the merger of the two ferry operations under the Merseyside Passenger Transport Executive. The MPTE would take over control of all Merseyside transport with a view to a fully integrated transport network. The ferries soon lost their individual funnel liveries and these were replaced with primrose yellow and a sky blue soot buffer. The red strip around the bulwarks was retained. The soot buffer blue soon became black with muck and grime dispelled from the ferries stacks. Initially the fleet maintained an almost separate operation, with the former Birkenhead boats continuing to operate that service and the Wallasey vessels working the Seacombe and New Brighton runs. Royal Iris continued to be used as the 'cruiser' and for seasonal standby. In the early 1970s the PTE were looking at the amount of boats which were required to operate the service. In 1969 they inherited Leasowe, Egremont, Royal Iris and Royal Daffodil II from Wallsey and Mountwood, Woodchurch and Overchurch from Birkenhead - for too many boats for what was required. The closure of New Brighton in 1971 effectively made the small Wallsey diesels redundant and the Leasowe was sold for circa £34,000 in 1974 to Greek owners and re named Naias II. Egremont was taken out of service in 1975 and remained idle in Morpeth dock where she sprang a leak which flooded her engine room. The result would be a high cost to restore her to operation. She was sold to Frederick Oldham Ltd who removed her machinery and then she was sold to the ICC Salcombe for use as a club house where she remains to this day. Royal Daffodil (now without the II prefix) was sold to Greek owners in 1977 and sank in November 2007 with the loss of her captain and mate. This just left the Royal Iris as the last remaining vessel of the Wallasey fleet.
In the mid 1970s the sky blue and primrose livery had been replaced with a somewhat drab green and black with a plain black hull. Maintenance on the ferries during this time was very limited. The lids from all the ferries binnacles disappeared and have never returned to this day. In 1981 the Woodchurch was withdrawn for reasons of economy and laid up for almost 3 years. She was offered for sale but none materialized She was in a terrible state when the decision was taken to bring her back into service. Her decking was covered in patches of grass and some of her lower decks were partially submerged. She was also seen to be missing some windows and other items which had been removed from her. She was towed to Clarence graving docks where she underwent overhaul and a repaint and returned to service in time to free up Overchurch to operate a new service to Otterspool for the up coming International Garden Festival.
Festival time.
In 1984 the fleet of ferries were given a new livery of red, white and blue in celebration of the International Garden Festival at Otterspool. The Overchurch was designated to operate a special ferry service to the site, although this was limited depending on the tide times of each day. This is seen by many historians as a turning point in the ferries fortunes with more emphasis on leisure cruising and heritage values. There had been talk for some time in having some of the boats refurbished and the structure of the ferries undertaking changed to cut losses but retain the important heritage aspect of the vessels.In 1987 the MPTE decided to commission a feasibility report into the ferries which was carried out by consultants L&R Leisure Plc who made a presentation of their case to to members of the PTE on 17th June 1987. By July 1989 parts of the long awaited report were becoming public. The initial plan was to retain two boats and to dispose of two. In the end the report was not adopted and went back to the drawing board for revision.
£4,000,000 was set aside for the refurbishment of Woodchurch and Mountwood, with the Woodchurch entering dry dock in 1989, followed shortly after by her sister. The work was undertaken by Mannings Marine Ltd of Bootle.
The refurbishments on both vessels amounted to a major rebuilding of all the decks and restoration of original features. Although the layout of the ships remained the same, the boats were partially re-wired and many fixtures and fittings were updated. Their original wheelhouses and side boxes were plated over to form one, enclosed bridge, although all of the original equipment remained. The funnel colours were changed to red and black with a large white disc displaying the new logo on the side of the funnel. A catering outlet was installed in the main saloon and all toilet facilities were updated.
The Woodchurch was the first of the re-built ferries to return to service, doing so on the 16th July for inspection by local press. The refurbishment was very well received and shortly after she undertook her first 'heritage' cruise. There was initially worries that the Mountwood would not be finished in time for the first visit of the QE2 and the 24th July 1990. She was ready and all four ferries were busy, with the Overchurch (having had repaint to the current livery but no further work at this point) and Woodchurch conducting tender operations to the liner and the Royal Iris and Mountwood operated sight seeing cruises. The ferries carried over 20,000 passengers on one day! The Overchurch was subsequently withdrawn and moved to Bootle where she underwent some refurbishments but not the level of her two near sisters. After this was complete she was moved to the ferry berth at Duke St where she was used sparingly for many years, usually emerging in the event of break down or for summer specials. In 1995 her forward promenade deck shelter was enclosed aft. In 1996 the Mountwood was given a small shelter deck around the funnel. Although this proved helpful in poor weather, it also had the cosmetic effect of giving the ferry a short squat funnel with a thin red band around the top.
Refurbishments
The three boats had undergone mainly cosmetic repairs during their 1990s refits, and whilst they looked delightful, there was a building concern that the advanced age of the machinery, coupled with the degradation of steel from years of beatings from the harsh Mersey weather, meant that further, more extensive work would need to be done to maintain the vessels in the near future. There had long been a want to bring back cruising to the Mersey and it was decided that Overchurch should be refitted with new engines and larger saloon areas, plus catering and hospitality facilities. She left the Mersey in 1998 to sail up the Manchester ship canal where she was extensively rebuilt by Legnthline Ship Repairs Ltd. Major rebuilding took place. The ships machinery, wiring and auxiliaries were all replaced, her central saloon was extended to the full width of the ship and the foward gangway removed. This meant she had one large saloon on the main deck (the central stair case was moved to the sides). The forward shelter was extended aft and enclosed providing a second function room. Fitted with fine upholstered seating and carpets throughout and with bars on both levels. Her original Crossley engines were scrapped, to be replaced with Wartsilla 6 cylinder diesels. These were fitted with a computer management system which could be operated direct from the bridge. Originally there was no facility to brake the engines which caused considerable headaches for her crew when taking her on trial runs. As such these were fitted and work automatically when the telegraphs are set to STOP. Her wheelhouse was gutted with new consoles installed and new smaller telegraphs. Her original wheel, steering pedestal and compass binnacle were retained, although the pedestal is hidden beneath the central console. Her original funnel and whistles were retained but moved back, allowing the insertion of a captains cabin behind the bridge. All in all the quality of work on her was spectacular and by August 1999 she was carrying passengers and back into service. In 2001 her fixed main mast was replaced with a lowering model. Of course, the biggest change was that she was re named Royal Daffodil. This was primarily to retain the name and for marketing and publicity purposes.
The next ferry to undergo her major refit was the Mountwood, having been withdrawn in 2001 - the ferry lay dormant for a while due to strike action at the shipyard. She was eventually completed and returned to service bearing the new name Royal Iris of the Mersey in 2002. This ferry again had a different design. Most of her superstructure was replaced, and she was given a large angle fronted wheelhouse with a captains cabin aft. Her original funnel and whistles were reinstated. The ferries engines were replaced with 5 cylinder Wartsilla diesels and auxiliaries. She retained her three original compass binnacles and her helm and steering pedestal though the pedestal is hidden beneath the console. Two of the binnacles have since been removed. The engines were not correctly seated and as such this vessel suffers from terrible vibrations. The wheelhouse has been internally cladded to help to dampen the noise. This left only the Woodchurch remaining in operation with her more or less original condition.
The Woodchurch entered dry dock at Cammell Lairds in 2003 for her major refit which again saw the removal of most of her superstructure and entire machinery. Unlike her sister she only retained her helm, pedestal and one binnacle. Her original funnel was not replaced, her having a completely new one fitted. Her original whistles however were removed and placed in the new funnel. The biggest different was that her forward observation deck was extended to the bow of the ship to give greater room. The ship also had a retractable awning fitted around the funnel whereas her sisters is fixed.The ferry was re named Snowdrop and returned to service in 2004. Snowdrop has not been well received by ferries enthusiasts. There is considerable differences between the ships original fine lines and the somewhat brutish welding of her reconstructed superstructure. Her wheelhouse is also very square and box like.
At present, the Royal Daffodil is out of service at Duke St as part of cost cutting measures by Merseytravel. The service is operated by either Royal Iris of the Mersey or Snowdrop.
