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 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 1 of 12

New Perspectives on HTML5, CSS3, and

JavaScript
Tutorial Eight: Enhancing a Website with Multimedia
A Guide to this Instructor’s Manual:
We have designed this Instructor’s Manual to supplement and enhance your teaching
experience through classroom activities and through a cohesive chapter summary.

This document is organized chronologically and uses the same headings in blue that you see
in the textbook. Under each heading, you will find (in order): Lecture Notes that summarize
the section, Figures and Boxes found in the section (if any), Teacher Tips, Classroom
Activities, and Lab Activities. Pay special attention to teaching tips and activities, which are
geared toward quizzing your students, enhancing their critical thinking skills, and
encouraging experimentation within the software.

In addition to this Instructor’s Manual, our Instructor Companion Site also contains
PowerPoint Presentations, Test Banks, and other supplements to aid in your teaching
experience.

Table of Contents
Tutorial Objectives 2
Introducing Multimedia on the Web 2
Working with the audio Element 3
Exploring Embedded Objects 4
Exploring Digital Video 4
Using the HTML5 video Element 5
Adding a Text Track to Video 6
Using Third-Party Video Players 7
Creating Transitions with CSS 8
Animating Objects with CSS 9
End of Tutorial Material 11
Glossary 12
Tutorial Objectives
Students will have mastered the material in Tutorial Eight when they can:

Session 8.1 Session 8.3

• Understand audio and video formats • Create a CSS transition
• Insert an HTML audio clip • Explore transition attributes
• Support multiple audio formats • Create a CSS key frame animation
• Apply a CSS animation
Session 8.2
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 2 of 12

• Insert an HTML video clip

• Write a video caption track
• Format video captions

Introducing Multimedia on the Web

LECTURE NOTES
• Discuss the purpose of introducing multimedia on the web.
• Explain the concept of a codec.
• Explain lossy compression.
• Discuss lossless compression.
• Point out the disadvantage of lossless compression.
• Discuss the role of a container with respect to codecs.
• Point out the usage of a media player.
• Explain the usage of a plug-in.
• Point out that a plug-in can run within the web page as an embedded object.
• List the problems associated with the plug-in approach.

BOXES
• None

FIGURES
• Figure 8-1

TEACHER TIP
Prepare a few examples of lossy and lossless compression. Mention to the students the disadvantage of
lossless compression.

CLASSROOM ACTIVITIES
• Internet Activity: Ask the students to research the advantages and disadvantages of
multimedia.
• Quick Quiz:
o True/False: In lossless compression, data is compressed by removing redundant
information. (Answer: True)
o Fill in the blank: _____ is a computer program that encodes and decodes streams of
data. (Answer: Codec)

LAB ACTIVITY
• None

Working with the audio Element

LECTURE NOTES
• Discuss the syntax to embed an audio element within a web page.
• Using figure 8-2, discuss the different attributes associated with HTML audio and video
elements.
• Using figure 8-3, discuss the most popular audio formats in HTML.
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 3 of 12

• Using figure 8-4, discuss the different browser support audio formats.
• Discuss the syntax to nest several source elements within a single audio element.
• Explain the process of applying styles to a native media player.
• Using figure 8-6, show the default audio player for different browsers.
• Explain the concept of a fallback option.

BOXES
• Tip: Because XHTML requires values for every attribute, enter the controls attribute as
controls="controls" to display media player controls on a page written in XHTML
(HTML 591).
• Tip: If no type attribute is provided, the browser will download a section of the file to
determine whether it corresponds to a recognized format (HTML 593).
• Insight: Exploring MIME Types (HTML 593)
• Tip: By default, audio and video elements are displayed in-line with the surrounding page
content (HTML 595).
• Proskills: Verbal Communication: Tips for Effective Web Audio (HTML 598)

FIGURES
• Figure 8-2, Figure 8-3, Figure 8-4, Figure 8-5, Figure 8-6, Figure 8-7, Figure 8-8, Figure 8-9,
Figure 8-10

TEACHER TIP
Remind the students that CSS can be applied to modify the media player’s appearance. Use figure 8-10
to show how a fallback text is displayed within a web page. Gather a few images to show the latest
audio players for different browsers.

CLASSROOM ACTIVITIES
• Class Discussion:
Ask the students to make a list of any four attributes of the HTML audio element.
• Quick Quiz:
o True/False: The mobile version of the Firefox browser supports the AAC audio format.
(Answer: False)
o True/False: Apple devices support all audio formats except AAC. (Answer: False)

LAB ACTIVITY
• Have the students open an editor of their choice and create a new file with the extension
.html or take up any file from their previous lab activities. Follow the instructions from the
following section:
o HTML 593 “To add an audio clip”
o HTML 595 “To apply styles to the Media Player”
o HTML 595 “To play the audio clip”
o HTML 597 “To provide alternate text to the audio clip”

Exploring Embedded Objects

LECTURE NOTES
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 4 of 12

• Define the syntax of several plug-in attributes applied to an embed element.

• Point out the challenges faced in installing plug-ins.
• Explain how to use plug-ins as fallback options.

BOXES
• Tip: Browsers that don’t support HTML5 ignore the audio and source elements but apply
the embed element to insert the media player via a plug-in (HTML 599).

FIGURES
• None

TEACHER TIP
Have a discussion with the students on the challenges faced with plug-ins. Remind students that plug-
ins use the attributes designed for them and ignore the others. Also, tell them that plug-ins can act as
fallback options for browsers that do not support HTML5.

CLASSROOM ACTIVITIES
• Quick Quiz:
o True/False: Older browsers relied on plug-ins to play audio and video files. (Answer:
True)
o True/False: Plug-ins cannot act as a fallback option for browsers that do not support
the HTML5 multimedia elements. (Answer: False)

LAB ACTIVITY
• None

Exploring Digital Video

LECTURE NOTES
• Point out the codecs for a video file.
• Using figure 8-11, discuss the most commonly used video codecs on the web.
• Using figure 8-12, discuss the several video formats used on the web.
• Using figure 8-13, list the browser support for several video formats.

BOXES
• None

FIGURES
• Figure 8-11, Figure 8-12, Figure 8-13

TEACHER TIP
Remind the students to supply multiple versions of the same video to achieve widest cross-browser
support.

Have a discussion with the students on the advantages of embedding a video in a web page.
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 5 of 12

CLASSROOM ACTIVITIES
• Quick Quiz
o True/False: The most popular video codec is H.264. (Answer: True)
o True/False: The desktop version of Internet Explorer only supports MPEG-4 video
format. (Answer: True)

LAB ACTIVITY
• None

Using the HTML5 video Element

LECTURE NOTES
• Define the syntax to embed videos into a web page using the video element.
• Discuss the fallback option with respect to videos in HTML5.
• Explain the attribute and syntax used to define the video’s preview image.

BOXES
• None

FIGURES
• Figure 8-14, Figure 8-15, Figure 8-16, Figure 8-17, Figure 8-18

TEACHER TIP
Mention to the students that a browser uses the first source it finds in a format it supports.

Remind the students that by default, media players show the first video frame as a preview of the
video’s content when the player initially loads a video file.

CLASSROOM ACTIVITIES
Quick Quiz:
• True/False: The poster attribute is used to define the video’s preview image. (Answer: True)
• True/ False: The media player shows the last video frames as a preview of the video’s content
when the player initially loads a video file. (Answer: False)

LAB ACTIVITY
• Have the students use an editor of their choice to modify the file they created in the last lab.
Follow the instructions from the following section:
o HTML 604 “To embed a video file into the web page”
o HTML 606 “To set the video’s poster image”

Adding a Text Track to Video

LECTURE NOTES
• Discuss the syntax to add text tracks to an audio or video clip using the track element.
• Use Figure 8-19 to list the different kinds of tracks that can be associated with an audio or a
video file.
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 6 of 12

• Explain the format of a WebVTT file.

• Discuss the general form of a cue in a WebVTT file.
• Using Figure 8-23, explain the different cue attributes that are used to set the size and
position of the cue text.
• Define the syntax of the cue pseudo-element to format the appearance of the cues.
• Discuss the different styles for the cue pseudo-element.
• Discuss the several markup tags used to identify sections of the cue text.

BOXES
• Tip: A WebVTT file has the file extension .vtt (HTML 608).
• Tip: Cue text entered on multiple lines in the WebVTT file will also be displayed on multiple
lines when played back (HTML 608).
• Tip: To center the cue in the video window, set the line and position values to 50% and the
align value to middle (HTML 611).
• Tip: Ruby text refers to annotative characters placed above or to the right of other characters
and is often used with Chinese or Japanese symbols (HTML 613).

FIGURES
• Figure 8-19, Figure 8-20, Figure 8-21, Figure 8-22, Figure 8-23, Figure 8-13, Figure 8-24,
Figure 8-25, Figure 8-26, Figure 8-27, Figure 8-28

TEACHER TIP
Remind the students that the default attribute is required even if the track list contains only one
track. Also, stress that the list of cues is separated by a single blank line after the cue text.

Inform the students that the cue pseudo-element formats all of the cue text in the media clip by
default.

CLASSROOM ACTIVITIES
• Class Discussion:
Ask the students to express their views on the necessity of adding a text track to a
video/image.
• Quick Quiz:
o Fill in the blank: Tracks are stored as simple text files written in the _____ language.
(Answer: Web Video Text Tracks or WebVTT)
o True/False: By default, a cue is placed at the top-right corner of a video window.
(Answer: False)

LAB ACTIVITY
• Have the students use an editor of their choice to modify the file they created in the last lab.
Follow the instructions from the following section:
o HTML 608 “To create a track file”
o HTML 609 “To add captions to a video clip”
o HTML 611 “To position the track cues”
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 7 of 12

o HTML 613 “To format the cue text”

o HTML 614 “To apply styles to the cue text”

Using Third-Party Video Players

LECTURE NOTES
• Discuss the object element with reference to the earlier browsers.
• Explain the syntax used to embed the Adobe Flash player using the object element.
• Discuss the process of embedding videos from YouTube.
• Discuss the use of an iframe element.
• Define inline frames.
• Discuss the various HTML5 video players.

BOXES
• Tip: To hide the Flash player, set the width and height values to 0 (HTML 618).
• Proskills: Problem Solving: Tips for Effective Web Video (HTML 620)

FIGURES
• Figure 8-29, Figure 8-30

TEACHER TIP
Inform the students that the most-used plug-in for video playback is the Adobe Flash player. Use
figure 8-29 to discuss about the various parameters recognized by the Adobe Flash player.

CLASSROOM ACTIVITIES
• Class Discussion:
Ask the students to list and describe any three parameters recognized by the Adobe Flash
player.
• Quick Quiz:
o True/False: The most-used plug-in for video playback was the Adobe Flash player.
(Answer: True)
o True/False: The inline-frame element is used to mark iframes. (Answer:
False)

LAB ACTIVITY
• None

Creating Transitions with CSS

LECTURE NOTES
• Define the term transition.
• Use figure 8-31 to discuss the difference between the hover and transition properties.
• Explain the syntax of the transition style.
• Discuss the syntax to apply transition to more than one property.
• Discuss the syntax to define the varying speed of a transition.
• Discuss the several keywords used for timing-function.
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 8 of 12

• Using figure 8-35, compare the transition results of background color with different timing-
functions.
• Discuss the syntax of the cubic-bezier function.
• Explain the advantage of Cubic Bezier curves.
• Explain the syntax to delay the start of a transition.
• Discuss the effect of a hover transition.
• Discuss the limitations of transitions.

BOXES
• Tip: To specify a time in milliseconds, use the “ms” unit (HTML 624).
• Insight: Properties Affected by Transitions (HTML 626).
• Tip: You can also set the properties affected by the transition and their duration using the
transition-property and transition-duration styles (HTML 626).
• Tip: You can also define the timing-function using the transition-timing-
function property (HTML 626).
• Tip: You can also define the timing-function using the transition-delay property
(HTML 629).
• Insight: Creating an Asymmetric Transition (HTML 634)

FIGURES
• Figure 8-31, Figure 8-32, Figure 8-33, Figure 8-34, Figure 8-35, Figure 8-36, Figure 8-37,
Figure 8-38, Figure 8-39, Figure 8-40, Figure 8-41, Figure 8-42

TEACHER TIP
Inform the students that two transitions can involve totally different effects and durations. Remind
the students that another way to visualize a timing function is as a graph.

Have a discussion with students on hover transition.

CLASSROOM ACTIVITIES
• Class Discussion:
Ask the students to differentiate between ease-in and ease-in-out keywords.
• Quick Quiz:
o True/False: A transition can be run in a loop for an infinite number of times. (Answer:
False)
o True/False: The hover effect is instantaneous with no intermediate steps. (Answer:
True)

LAB ACTIVITY
• Have the students use an editor of their choice to modify the file they created in the last lab.
Follow the instructions from the following section:
o HTML 629 “To define the initial and end state for the navigation links”
o HTML 631 “To define styles for the navigation links”
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 9 of 12

Animating Objects with CSS

LECTURE NOTES
• Define animation.
• Point out the role of key frames in animation.
• Explain the syntax to define a sequence of key frames in CSS.
• Using figure 8-43, show the students how path animation takes place over a ten-second
duration.
• Discuss the properties used to apply a key frames animation to an object.
• Using figure 8-46, discuss the various animation properties used to control the behavior and
style of the animation.
• Point out that there are two states of operation in an animation.
• Explain the process of controlling an animation using a check box.

BOXES
• Insight: Stepping between Key Frames (HTML 640)
• Proskills: Problem Solving: Safe Animation and Motion Sensitivity (HTML 650)

FIGURES
• Figure 8-43, Figure 8-44, Figure 8-45, Figure 8-46, Figure 8-47, Figure 8-48, Figure 8-49,
Figure 8-50, Figure 8-51, Figure 8-52, Figure 8-53, Figure 8-54, Figure 8-55, Figure 8-56,
Figure 8-57, Figure 8-58

TEACHER TIP
Have a discussion with the students about animation and its usage. Remind students that once an
animation has been defined and applied to an object, it will run automatically when the page is
loaded. Have a discussion with the students on how to control an animation using the check box or
playback icons.

Remind the students that any timing value entered for the last key frame is ignored because there are
no key frames to transition to.

CLASSROOM ACTIVITIES
• Quick Quiz:
o Fill in the blank: The sequence of changing images is known as _____. (Answer: key
frames)
o True/False: An animation can contain only two styles defined at the initial and end
states. (Answer: False)

LAB ACTIVITY
• Have the students use an editor of their choice to modify the file they created in the last lab.
Follow the instructions from the following section:
o HTML 636 “To create the spin animation”
o HTML 639 “To apply the spin animation”
o HTML 641 “To create the animation check box”
New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 10 of 12

o HTML 643 “To create styles for animation playback”

o HTML 644 “To format the play and pause icons”
o HTML 646 “To revise the spin sequence”
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 11 of 12

End of Tutorial Material

• Review Assignments: Review Assignments provide the students with additional practice for
the skills they learned in the tutorial using the same tutorial case with which they are already
familiar.
• Case Problems: A typical NP tutorial has four Case Problems following the Review
Assignments. Short tutorials can have fewer Case Problems (or none at all); other tutorials
may have five Case Problems. The Case Problems provide further hands-on assessment of the
skills and topics presented in the tutorial, but with new case scenarios. There are three types
of Case Problems:
• Apply. In this type of Case Problem, students apply the skills that they have
learned in the tutorial to solve a problem.
• Challenge. A Challenge Case Problem involves three or more Explore steps. These
steps challenge students by having them go beyond what was covered in the
tutorial, either with guidance in the step or by using online Help as directed.
• Create. In a Create Case Problem, students are either shown the end result, such
as a finished website, and asked to create the document based on the figure
provided or asked to create something from scratch in a more free-form manner.
• ProSkills Exercises: This feature is new for Office 2010 and Windows 7. ProSkills exercises
integrate the technology skills students learn with one or more of the following soft skills:
decision making, problem solving, teamwork, verbal communication, and written
communication. The goal of these exercises is to enhance students’ understanding of the soft
skills and how to apply them appropriately in real-world, professional situations that also
involve software application skills. ProSkills exercises are offered at various points throughout
a text, encompassing the concepts and skills presented in a standalone tutorial or a group of
related tutorials.
 New Perspectives on HTML5, CSS3, and JavaScript, 6th edition Instructor’s Manual Page 12 of 12

Glossary

• Advanced Audio Coding or AAC (HTML • MPEG-4 or MP4 (HTML 602)

592) • Multipurpose Internet Mail Extension or
• asymmetric transition (HTML 634) MIME type (HTML 593)
• codec (HTML 588) • Ogg (HTML 592)
• container (HTML 588) • plug-in (HTML 589)
• embedded object (HTML 589) • sprites (HTML 640)
• H.264 (HTML 602) • symmetric transition (HTML 634)
• iframe element (HTML 619) • Theora (HTML 602)
• inline frames (HTML 619) • transition (HTML 624)
• key frames (HTML 634) • VP8 (HTML 602)
• lossless compression (HTML 588) • VP9 (HTML 602)
• lossy compression (HTML 588) • WAV (HTML 592)
• media player (HTML 589) • Web Video Text Tracks or WebVTT
• MPEG-1 Audio Layer 3 or MP3 (HTML (HTML 608)
592) • WebM (HTML 602)

Top of document
Exploring the Variety of Random
Documents with Different Content
apart a sanctuary for better-class houses, from which tramways
were excluded, and thus avoid driving so many large ratepayers to
the Cheshire side to find a home.
My sketch of Seaforth and its neighbourhood would not be complete
unless I say a word about several rather celebrated houses which
existed in the district. One was Seaforth Hall, long known as
"Muspratt's folly." Mr. Muspratt, who built the house, and who lived
and at the age of 96 died in it, had the prescience to see that the
sandhills, which he bought for a nominal price, would some day
become a part of Liverpool, and he had also the enterprise to erect
one of the finest houses about Liverpool. Another important house
was Seafield, near Waterloo, the residence of Dr. Hicks; it was
surrounded by a large park. This has since been laid out and built
over, and is now known as Waterloo Park. The third interesting
house was Seaforth House, the residence of Sir John Gladstone, and
where his famous son spent his young days. In the 'seventies Mr.
Robertson Gladstone, the brother of the Premier, had a scheme to
modernise the old family house, which his brother, Mr. W. E.
Gladstone, who owned the property, allowed him to carry out. Mr.
Robertson Gladstone was my colleague on the Watch Committee,
and he invited me to go out with him to see the alterations he was
making, which I found comprised the construction of a large circular
saloon in the centre of the house. This was a very fine apartment,
but it ruined the rest of the house, making all the other rooms small
and ill-shaped. The house never found a tenant, and some years
after, when Mr. W. E. Gladstone sold his Seaforth estate, it was
pulled down.
When Mr. Robert Holt was Lord Mayor, in 1893, Mr. W. E. Gladstone
visited Liverpool to receive the Freedom of the City. He sent for me
to the Town Hall, and said he understood I was the chairman of the
Overhead Railway, and he wanted to know where we had placed our
station at Seaforth. I told him it was on the south side of the old
Rimrose Brook, and gave him some further particulars. He at once
replied, "I remember as a boy catching what we called 'snigs' in the
Rimrose Brook, and from what you tell me your station is on the
north side, and as a boy I played cricket in the adjoining field, from
whence in the far, far distance we could see the smoke of Liverpool."
From enquiries I have made I find Mr. Gladstone's memory as to the
position of the brook was more accurate than my own. It was a
considerable stream and the cobble-paved highway of Crosby Road
was carried over it by a high white stone bridge. Before leaving the
Town Hall Mr. Gladstone asked me if I knew Seaforth House. On my
saying yes, he replied, "What a mess my brother Robertson made of
it!"—alluding to the incident already mentioned.
Perhaps I may here interpose another recollection of Liverpool's
great son. When the late Lord Derby was Lord Mayor I was deputed
to assist him when my services were required. One day he sent for
me and showed me a letter he had received from Mr. Gladstone
expressing his wish to address a Liverpool Town's meeting on the
Bulgarian Atrocities. Mr. Gladstone, in a magazine article, had
recently used strong language in reference to the Sultan of Turkey,
calling him an assassin. Lord Derby considered it would not be
proper for such language to be used at a Town's meeting, but he
added, "Mr. Gladstone was above everything a gentleman, and if he
received his promise that he would avoid strong language he would
be quite satisfied and would take the chair." Mr. Gladstone at once
assented. The meeting was held in Hengler's Circus. It was crowded
from floor to ceiling. Mr. Gladstone arrived with Mrs. Gladstone, and
after a few introductory remarks by the Lord Mayor, Mr. Gladstone
rose to speak. Walking with the aid of a stick to the front of the
platform, placing his stick upon the table, he clutched hold of the
rails and "let himself go," and for an hour and a quarter he poured
out a perfect torrent of eloquence which held the audience
spellbound. It was a great oration, remarkable not so much for what
he said, as for the marvellous restraint he was evidently exercising
to avoid expressing himself in the forcible language which he
considered the circumstances demanded. He was much exhausted
after this great effort; Mrs. Gladstone had, however, some egg-flip
ready, which seemed to revive him. This was Mr. Gladstone's last
great speech; it was fitting it should be delivered in his native city.
There was another house at Seaforth which I must also mention,
Barkeley House, the residence of Mr. Smith, commonly known as
"Square-the-Circle Smith," from the fact of his claiming to have
solved this problem. Mr. Smith was the father of Mr. James Barkeley
Smith, who for many years did good work in the City Council. A
sketch of the Seaforth of those days would not be complete without
a reference to Rector Rothwell of Sefton, reputed to be one of the
most beautiful readers in the Church; he drove down to the shore in
his yellow gig, winter and summer, and bathed in the sea. Another
grand old man was Archdeacon Jones, who succeeded his son as the
Incumbent of Christ Church, Waterloo, and who died at the age of
96. I look back upon his memory with reverence, for he was a
charming man; his presence was dignified, his features refined,
almost classical, and he was endowed with a soft, silvery voice, and,
both as a reader and preacher, he was greatly appreciated. I must
mention a touching little incident. About two years before he died he
broke his leg. I called with my wife to see him; before leaving he
begged us to kneel down and he gave us his blessing, expressed in
simple but beautiful language, and spoken with deep feelings of love
and kindness.
I must now revert to my story. The railway from Waterloo to
Southport was opened in July, 1848; it was called the "Shrimpers'
Line," and it was thought it would never pay, as there was
apparently no traffic. I remember, as a small boy, seeing the first
train start from Waterloo; the occasion was a visit made by the
directors to inspect the bridge over the river Alt, and my father was
one of the party. The train consisted of two first-class coaches, and it
was drawn by three grey horses, driven by a man seated on the top
of the first coach. Some time after I saw the first locomotives
brought from Liverpool. The Crosby Road was good enough, but the
roads leading from the main Crosby Road to Waterloo were simply
sandy lanes, and along these the heavy lorries, which carried the
locomotives, had to be hauled. It was a work of great difficulty, as
the wheels of the lorries sank up to their axles in the deep sand.
The railway was opened from Waterloo to Southport for some years
before it was extended to Liverpool. To-day this line is probably the
most profitable part of the Lancashire and Yorkshire system.
In 1849 my father bought a house in Edge Lane, then a very
charming and attractive suburb. After passing Marmaduke Street,
Edge Hill, there were no houses in Edge Lane on the south side until
Rake Lane was reached. Here were the residences of Sir John Bent,
Mr. George Holt, and others. The north side of Edge Lane, from the
Botanic Gardens up to Laurel Road, was fringed with villas,
surrounded by large gardens containing many fine trees, and the
houses in this part were large and handsome; many of them still
remain. Among those who then resided in Edge Lane were James
Ryley, William Holt, F. A. Clint, Simon Crosfield, Mr. Lowndes, and
Dashper Glynn. Mr. Heywood lived in Edge Lane Hall, then
considered a house of much importance, surrounded as it was by a
pretty park.
The principal events which dwell in my memory as having taken
place at this time are the Fancy Fair held in the Prince's Park, in aid
of our local charities, a very brilliant affair; and the opening of the
great exhibition of 1851 in Hyde Park. It was a matter of grave
consideration with my parents if I was of sufficient age to appreciate
the exhibition, but in the end I was allowed to go to London; and I
can only say, for the benefit of all youngsters of 10 and 11 years,
that I greatly enjoyed that magnificent display, and it produced a
lasting impression upon my mind. I recall at this day every detail.
The wonderful show of machinery impressed me most, but the
weaving of cloth and the various industrial processes were all of
absorbing interest to my youthful mind, so much so that on one day
I lost my party, and had to find my way back to our lodgings.
Fortunately, half-a-crown had been placed in my pocket for this
contingency, and with the help of a friendly policeman I had no
difficulty.
The building of the church of St. John the Divine, at Fairfield, greatly
interested me, and during my holidays I was taken up to the top of
the tower to lay the first stone of the steeple. When the church was
consecrated in 1854, Bishop Graham, of Chester, lunched at the
"Hollies," my father being the chairman of the Building Committee.
After spending two years at a dame's school at Kensington, I was
sent to the upper school of the Liverpool Collegiate. I was placed in
the preparatory school, under the Rev. Mr. Hiley. From the
preparatory school I proceeded to the sixth class. My career was by
no means distinguished; four times a day I walked up and down
from Edge Lane to school. My companions were Tom and Hugh
Glynn; they, like myself, made but little headway. Dr. T. Glynn is now
one of the leaders of our medical profession, and a short time ago I
asked him how it was that we as boys were so stupid. He replied
that our walk of eight miles a day exhausted all our physical and
mental energies, and we were left good for nothing; and I might add
we had in those days little or no relaxation in the shape of games.
There was a little cricket in the summer, but this was the only game
ever played, so that our school-days were days of unrelieved mental
and physical work, which entirely overtaxed our strength. The Rev. J.
S. Howson, the principal of the Collegiate, was very much beloved
by the boys. I was a very small boy, but not too small for the
principal to notice and address to him a few kindly words; in after
life, when he became Dean of Chester, he did not forget me. His
sympathy and love for boys and his power of entering into their
feelings made him a very popular head-master.
At the age of 14 I was sent to Dr. Heldenmier's school at Worksop, in
Nottinghamshire, where the Pestalozzian system of education was
carried on. It was a celebrated school; many Liverpool boys were
there with me, the Muspratts, Hornbys, Langtons, etc., and though
we worked hard we had plenty of relaxation in the workshop and the
playing fields, besides long walks in the lovely parks that surround
Worksop, and which are known as the Dukeries. During these walks
we were encouraged to botanise, collect birds' eggs, etc., and the
love of nature which was in this way inculcated has been one of the
delights of my life. The noble owners of these parks were most kind
to the boys. We were frequently invited to Clumber, the residence of
the Duke of Newcastle, who was Minister of War. The Crimean war
was then being waged, and we considered the duke a very great
person; and a few words of kindly approbation he spoke to me are
among the sunny memories of my school days. The Duke of
Portland, who was suffering from some painful malady, which caused
him to hide himself from the world, was also always glad to see the
boys, and to show us the great subterranean galleries he was
constructing at Welbeck; but our greatest delights were skating on
the lake at Clumber in winter, and our excursions to Roch Abbey and
to Sherwood Forest in the summer. The delight of those days will
never fade from my memory. We used to return loaded with
treasures, birds' eggs, butterflies, fossils, and specimens of wild
flowers. In the autumn Sir Thomas White always gave us a day's
outing, beating up game for him; this we also greatly enjoyed; and
how we devoured the bread and cheese and small beer which the
keepers provided us for lunch!
We were taken by the directors of the Manchester, Sheffield and
Lincolnshire Railway to the opening of the new docks at Grimsby.
The directors had a special train which stopped to pick up the boys
at Worksop. Charles Dickens was of the party. On the return journey,
I was in his carriage; he gave me a large cigar to smoke—the first,
and the last cigar I ever smoked, for the effect was disastrous.
My school days at Worksop were happy days. We spent much time
in studying the natural sciences; we became proficient in joinery and
mechanics; and there was a nice gentlemanly tone in the school. My
great friend was George Pim, of Brenanstown House, Kingstown,
Ireland. We never lost sight of each other. He entered the office of
Leech, Harrison and Forwood, and became a partner with us in
Bombay, and afterwards in New York; he died there in 1877, at the
age of 34. A fine, handsome, bright fellow; to me he was more than
a brother, and his like I shall never see again. The friend of my
boyhood, of my young manhood, my constant companion; he was a
good fellow.
Richard Cobden's only son was at Worksop, a bright, handsome boy.
His father doted upon him, and often came down to visit him, when
he took some of the boys out to dine with him at the "Red Lion"; he
was a very pleasant, genial man, fond of suggesting practical jokes,
which we played off on our schoolmates on our return to school.
Poor Dick Cobden was too full of animal spirits ever to settle down to
serious school work. He had great talent, but no power of
application. He died soon after leaving Worksop.
When at Worksop I distinguished myself in mathematics, and my
master was very anxious I should proceed to Cambridge, but my
father had other views, and thought a university training would spoil
me for a business career. I have ever regretted it. Every young man
who shows any aptitude should have the opportunity of proceeding
to a university, but in those days the number of university graduates
was small, and the advantage of an advanced education was not
generally recognised. Life was more circumscribed and limited, and a
level of education which suited our forefathers, and had made them
prosperous men, was considered sufficient: more might be
unsettling. The only thing to be aimed at and secured was the power
and capacity to make a living; if other educational accomplishments
followed, all well and good, but they were considered of very
secondary importance.
Our home life was quiet and uninteresting, very happy in its way
because we knew no other. Our greatest dissipations were evening
parties, with a round game of cards; dinner parties were rare, and
balls events which came only very occasionally. Sundays were sadly
dull days; all newspapers were carefully put away, and as children
we had to learn the collect and gospel. Our only dissipation was a
short walk in the afternoon. Oh! those deadly dull Sundays; how
they come up before me in all their depressing surroundings; but
religion was then a gloomy business. Our parsons taught us Sunday
after Sunday that God was a God of vengeance, wielding the most
terrible punishment of everlasting fire, and only the few could be
saved from his wrath. How all this is now happily changed! The God
of my youth was endowed with all the attributes of awe-inspiring
terror, which we to-day associate with the evil one. It is a wonder
that people were as virtuous as they were: there was nothing to
hope for, and men might reasonably have concluded to make the
best of the present world, as heaven was impossible of attainment.
In my own case, partaking of the Holy Communion was fraught, I
was taught, with so much risk, that for years after I was confirmed I
dare not partake of the Sacrament. What a revolution in feeling and
sentiment! How much brighter and more reasonable views now
obtain! God is to us the God of Love. We look around us and see
that all nature proclaims His love, and the more fully we recognise
that love is the governing principle of His universe, the nearer we
realise and act up to the ideal of a Christian life. Love and sympathy
have been brought back to the world, and we see their influence
wrought out in the drawing together of the classes, in the wider and
more generous distribution of the good things of life, and in the
recognition that heaven is not so far from any of us. We see that as
the tree falls so will it lie; that in this life we are moulding the life of
our future, and that our heaven will be but the complement of our
earthly life, made richer and fuller, freed from care and sin, and
overarched by the eternal presence of God, whose love will
permeate the whole eternal firmament.
Charles Kingsley was one of the apostles of this new revelation,
which brought hope back to the world, and filled all men with vigour
to work under the encouragement which the God of Love held out to
us. It has broadened and deepened the channels of human
sympathy and uplifted us to a higher level of life and duty.
During my school days I spent several of my summer holidays in
Scotland with my mother, who was a patient of Professor Simpson in
Edinburgh, and usually resided two or three months in that city. One
summer holiday I stayed with old John Woods, at Greenock. He was
the father of shipbuilding on the Clyde. He was then building a
wooden steamer for my father to trade between Lisbon and Oporto.
Another summer holiday I spent with Mr. Cox, shipbuilder, of
Bideford, in Devon, who was building the sailing ship "Bucton
Castle," of 1,100 tons, for my father's firm. The knowledge of
shipbuilding I obtained during these visits has been of incalculable
value to me in after life. Another of my summer vacations was
occupied in obtaining signatures to a monster petition to the
Liverpool corporation praying them to buy the land surrounding the
Botanic Gardens, and lay it out as a public park. I stood at the Edge
Lane gate of the Botanic Gardens with my petition for several weeks,
and I obtained so many signatures that the petition was heavier
than two men could carry.
I am glad to think it was successful, and the Wavertree Park has
contributed greatly to the pleasure and enjoyment of the people of
Liverpool, and has been the means of preserving to us the Botanic
Gardens. I think it was one of the most useful things I ever
accomplished.
 CHAPTER II.
VOYAGE ROUND THE WORLD.

Leaving school I entered the office of Salisbury, Turner and Earle,

one of the oldest and leading brokerage houses in the town. The
partners were Mr. Alderman John H. Turner (remarkable for the
smallness of his stature), Mr. Horace Turner, and Mr. Henry Grey. My
senior apprentice was the late Colonel Morrison. I had not been very
long in this office when I contracted a very severe cold, the result of
being out all night on Ben Lomond. I had gone up with my father
and a party of friends to see the sunset; on the way down I lost my
way, and finding myself with darkness coming on, in very boggy
land, I sat down on a rock to await daylight. Heavy rain fell and I
was soaked through, which resulted in a cold that took such a strong
hold of me that the doctor ordered me a sea voyage, and on the
20th November, 1857, I set sail on board the clipper ship "Red
Jacket," for Melbourne. The gold fever was at its height, and the
passenger trade with Australia was very active. Our ship was
crowded with passengers; she was the crack clipper of the day, and
carried a double crew, that she might be enabled to carry sail until
the last moment. We had a very pleasant passage and beat the
record, making Port Phillip Heads in sixty-three days.
I visited the gold fields at Ballarat, making the journey from Geelong
by stage-coach, drawn by six horses, the roads being mere tracks
cut through the bush. I descended several of the mines; at this time
the alluvial deposits had been worked out, and most of the mines
were being worked at a considerable depth. At Melbourne I stayed
with Mr. Strickland, at a charming villa on the banks of the Yarra-
Yarra. Leaving Melbourne, I took a steamer for Sydney, where my
father had many business friends, and had a very good time
yachting in the bay and riding up country. I managed to lose myself
in the bush, and for a whole day was a solitary wanderer, not
knowing where I was. It was a period of strange sensations and of
much anxiety. Eventually, late in the evening I came across a
shepherd, who gave me the best of his simple fare and guided me to
the nearest village.
From Australia I sailed in a small barque, the "Queen of the Avon,"
for Valparaiso; she was only 360 tons register, and I was the only
passenger.
The voyage across to Valparaiso was eventful. We had bad weather
throughout, and a heavy cyclone which did us great damage about
the decks. We were hove to for two days with a tarpaulin in the
mizzen rigging. We sailed right through the storm centre, where we
had no wind, but a terrific and very confused sea, and here we saw
hundreds of sea-birds of all kinds. At Valparaiso we obtained a
charter to load cocoa at Guayaquil. We had a lovely cruise up the
coast, and the sail up the river to Guayaquil was heavenly; we had
the panorama of the Andes on our right, with the richly verdured
island of Puna on the other hand; flocks of flamingoes were wading
in the shallow sea channels, and pelicans were busy fishing along
the margins of the sandbanks. At Guayaquil we had some good
crocodile shooting, not the easiest game to bag. These reptiles had
to be stalked in the most approved fashion; although they lay
seemingly basking and asleep in the sun, with their great mouths
wide open, their ears were very much on the alert, and it was most
difficult to come within shot. We succeeded better from a boat than
from the land, for by allowing the boat to drift with the tide we were
able to get within easy shot without being heard.
I visited Bodegas and some of the Indian villages at the foot of the
Andes. The whole country was very interesting, and very rich in
tropical birds and flowers. There were too many snakes to make
travelling quite comfortable, but in time we found they all did their
best to get away from us, and we gained more confidence.
I had a little adventure in Guayaquil which might have been very
unpleasant. There was a revolution, and the government troops had
only just regained possession of the city; I had the misfortune to
walk unwittingly through a barricade, which consisted of some half-
dozen ragged black soldiers, who quite failed to suggest to me a
military outpost. I was at once arrested and taken to the jail. Here I
remained for some hours surrounded by the most horrible looking
ruffians, and was in mortal dread of the time when I should be
locked up with them in one of the foul dens which led off the court-
yard. I was fortunately set free through the kind intervention of an
American who had been a witness of my capture and incarceration.
At Guayaquil we loaded a cargo of cocoa and sailed for Falmouth for
orders. We arrived off this port in November, 1859, after an
uneventful voyage of 110 days. We tacked the ship off the Manacle
Rocks, at the entrance to the harbour; the wind flew round to the
east, and we were driven out again into the chops of the channel; it
was twenty-four days before we again saw Falmouth. We fought our
way against a succession of easterly gales, sometimes driven out as
far west as the Fastnet. The fleet of ships kept out by the long
continued easterly winds was very large, and the Admiralty was
obliged to dispatch relief ships with stores for their succour.
No one who has not experienced an easterly gale in the Channel can
form any idea of the toil of a constant fight against a succession of
heavy gales, cold and bleak with sleet and snow. Sometimes the
wind would decrease and we were able to make some headway, and
perhaps work our way within sight of the Scilly Islands, raising our
hopes of an early arrival at our port, then another gale would spring
up and drive us back again to the west of Ireland, and the same
thing was repeated over and over again. The Channel was full of
ships detained by adverse gales, and the home markets were
disorganised by the lack of supplies of raw produce. All this is now a
thing of the past, steamers are independent of head winds, and
winter easterly gales no longer strike terror into the hearts of
shipowners and merchants.
Whilst on this voyage, to relieve the monotony of the daily routine of
sea life, I taught myself navigation, took my trick at the wheel, and
had my place aloft when reefing next to the weather earing, where I
worked with an old man-of-war's man named Amos. Amos was a
noble specimen of the old-fashioned British sailor. He was the king of
the fo'castle, and while he was on hand no swearing or bad
language was heard. The knowledge I then obtained of navigation
and seamanship has been most valuable to me through life. It was a
great opportunity, which I was wise enough to avail myself of.
During the whole time I was on board this ship—nearly eight months
—I never missed taking my trick at the wheel, or going aloft to reef.
I well remember laying out on the fore yardarm, off Cape Horn, for
two hours, while we got a close reef tied. We had to take up
belaying pins to knock the frozen snow and ice off the sail before we
could do anything, and the ship was labouring so heavily in the
seaway that our task was most difficult. In navigation I became so
proficient that I could work lunars with ease, and after the passage
home of 110 days without seeing land I placed the position of the
ship within three miles of her true position, near the Wolf Rock,
Land's End, the old captain being ten to twelve miles out in his
longitude. I remember feeling very proud of my good landfall. I told
the old skipper that I thought we should see land at noon. He smiled
and replied that we should not make it before three o'clock. I went
aloft on to the fore yard-arm at one o'clock, and had not been there
many minutes when I shouted "Land Ho!" I saw the sea breaking
over the Wolf Rock.
 CHAPTER III.
LIVERPOOL.

Liverpool occupies the unique position of having filled two important

places in the history of England. There was, firstly, the little town
clustered round about its castle, and holding a charter from King
John dated 1207, its estuary affording a safe haven for the trifling
commerce passing between England and its sister island, Ireland.
Thus situated it had to bear its part in the political movements and
the foreign and civil wars which for long years harassed and
distressed the country and checked its progress. Although the six
centuries which intervened between 1200 and 1800 are filled with
many incidents which clothe this portion of the history of Liverpool
with much that is picturesque and romantic, at the close of the
eighteenth century we still find Liverpool a small if not insignificant
place, with a population in 1790 of only 55,000, while the tonnage of
her shipping was only 49,541 tons.
This may be said to close the history of "old" Liverpool. With the
dawn of the nineteenth century a new Liverpool sprang into
existence. The opening of the American trade, the peace of 1814,
and the introduction of steamships, gave an enormous impetus to
the growth of the trade of the port and laid the foundations of that
vast and world-wide commerce which has made the name of
Liverpool synonymous with the greatest achievements in commerce
and in science. The building of the Liverpool and Manchester
Railway, the mother of railways, the docks, and the bridging of the
Atlantic by what is practically a steam ferry, will ever stand out as
epoch making.
Thus in little over a hundred years Liverpool has grown from a small
town into a great city, the city of to-day.
 Liverpool in 1860-1870.
My story must, however, begin with the 'sixties, when I commenced
my business career. The growth of the city and its commerce has
since been fully commensurate with the growth of the country. In
the fifty years which have intervened the Empire has doubled its
area and population, and the United Kingdom has trebled its trade.
The population of Liverpool, including the newly added areas, has
during the same period increased from 433,000 to 750,000, and the
tonnage of our shipping from 4,977,272 tons to nearly 17,000,000
tons. She conducts one-third of the export trade and one-third of the
import trade of the United Kingdom, and she owns one-third of the
shipping of the kingdom, and one-seventh of that of the world. It
has been a privilege to have been engaged in the commerce of the
port during this remarkable expansion, and to have been associated
with the conduct of public affairs during this period of growth and
development in the city. Very much of this has been due to the
enterprise and enlightenment of her own people. Liverpool
shipowners have been in the vanguard of steamship enterprise,
which has contributed so greatly to her prosperity; her merchants
have built up her great trade in cotton and grain, and her citizens
have not been slow to promote every sanitary improvement which
made for the health and well-being of her people.
During the past fifty years the town has been re-sewered, the
streets paved with an impervious pavement, and a new water supply
has been introduced. The city has been encircled by a series of
public parks and recreation grounds, baths and washhouses have
been established, free libraries have been opened in the various
suburban centres of population, cellar dwellings have been
abolished, and rookeries in the shape of courts and tenement
houses have been done away with, and in their place clean and
comfortable working-men's cottages and flats have been substituted.
The curse of drink has been effectively checked by the closing of
twenty-five per cent. of the public-houses. To quote from Professor
Ramsay Muir's interesting History of Liverpool: "Thus, on all sides
and in many further modes the city government has, during the last
thirty years especially, undertaken a responsibility for the health and
happiness of its citizens unlike anything that its whole previous
history has shown, and if any full account were to be given of what
the city as a whole now endeavours to do for its citizens much ought
also to be said of the extraordinary active works of charity and
religion which have been carried on during these years."
The Liverpool of to-day is a city very different from the Liverpool of
the 'sixties and 'seventies, indeed it is difficult to recognise them as
being one and the same; the streets remain, but they are widened
and improved, and their inferior and often squalid surroundings have
disappeared; and if our modern architecture is not always of the
best, our new buildings at least impart dignity and importance.
Shaw's Brow, with its rows of inferior, dingy shops, a low public-
house at the corner of each street, has given way to William Brown
Street, adorned on one side by our Museum, Libraries, Art Gallery,
and Sessions House, and the other by St. George's Hall and St.
John's Gardens. The rookeries which clustered round Stanley Street,
and were occupied by dealers in old clothes and secondhand
furniture, have been replaced by Victoria Street, which is margined
by banks and public buildings. The terrible slums which surrounded
the Sailors' Home and Custom House, veritable dens of iniquity, have
disappeared.

Drawn by William P. Herdman.]

 North Side of Shaw's Brow,
NOW WILLIAM BROWN STREET.

Drawn by William P. Herdman.]

South Side of Shaw's Brow,

NOW WILLIAM BROWN STREET.

The dirty ill-paved town is now the best paved and the best
scavenged town in the United Kingdom. With the growth of the town
and the extension of tramways, residential Liverpool has been
pushed further out until it can get no further, and it is now finding its
way into Cheshire. No private dwelling-house of any importance has
been erected on the Liverpool side for many years. The charming
suburb of Aigburth has long since been destroyed, but the greatest
change has taken place in the docks. The old docks have had to be
remodelled to give sufficient depth of water and quay space for the
larger vessels now employed, and special docks have had to be
constructed for the Atlantic steamship trade. In the 'sixties the
Prince's dock was filled with sailing ships trading to India and the
West Coast of South America. They discharged on the west side and
loaded on the east side. It was quite a common thing for a sailing
vessel to occupy four and five weeks loading her outward cargo. On
the walls of the docks and on the rigging of the ships, posters were
displayed notifying that the well-known clipper ship ——, A1 at
Lloyd's, would sail for Calcutta or Bombay, and giving the agent's
name, etc.
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.
Photo by Randles.]

Mersey Docks and Harbour Board Offices.

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.
Drawn by W. G. Herdman.]

Liverpool Exchange, 1860.

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.
A Nemesis seemed to follow this violent outburst of speculation, and
but few houses actively engaged in it survived very long.
Liverpool was also active in assisting the south to build and fit out
vessels of war to prey upon American commerce. The "Alabama"
was built at Birkenhead; she sailed away to a remote island and
there took on board her armament. She and her sister ship, the
"Shenandoah," did immense damage to American shipping, for
which England had in the end to pay, as by the Geneva arbitration
she was held responsible for allowing the "Alabama" to be built and
escape.
American shipping has never recovered from this blow, but it is only
fair to say that the cost of shipbuilding in America, by reason of her
prohibitive tariffs, has mainly prevented her resuming her former
position on the ocean.

The Southern Bazaar.

Near the close of the war a huge bazaar was held in St. George's
Hall, in aid of the southern prisoners of war. It was designated the
Southern Bazaar, and the stalls were called after the various states,
and were presided over by the leading ladies of the town, assisted
by many of the nobility and society people. It was a brilliant success,
money was plentiful, and men and women vied with each other in
scattering it about. Upwards of £30,000 was realised in the three
days.

The Volunteer Movement.

No account of the doings in Liverpool in the 'sixties would be
complete that did not describe the beginnings of the great volunteer
movement, which was destined to occupy so much public attention,
and to form such an important portion of our national defence.
Liverpool can certainly claim to have initiated the movement. Mr.
Bousfield endeavoured to revive this branch of the service in 1853. A
few years later he formed a drill club, a very modest beginning,
consisting of only 100 men, wearing as their uniform a cap and shell
jacket. Captain Bousfield endeavoured several times to obtain
recognition by the Government, but failed; and he had to encounter
a considerable amount of chaff and ridicule. The public had but little
sympathy with the young men who "played at being soldiers."
Captain Bousfield was not discouraged, he loved soldiering and was
an enthusiast, and his opportunity was soon to arrive. In 1859 the
Emperor Napoleon III. became very threatening in his words and
ways, and it was apprehended that he might attempt to invade our
shores. Captain Bousfield quickly obtained the support of the
Government for his volunteers, and the 1st Lancashire Volunteer
Regiment was formed. The movement made rapid headway, until we
had enrolled in the country upwards of 300,000 men. Colonel
Bousfield soon obtained the command of a battalion, and in 1860
was presented with a sword of honour and a purse of £1,800.
Liverpool furnished her full quota of volunteers. Colonel Brown
commanded a regiment of artillery: Colonel Tilney the 5th
Lancashire, a crack regiment; Colonel MacCorquodale the Press
Guards; Colonel Bourne, with Major Melly and Captain Hornby
(afterwards Colonel H. H. Hornby), the 1st Lancashire Artillery;
Colonel MacIver commanded 1,000 of his own men; and among
other active volunteers at this time we remember Colonel Steble,
Colonel Macfie, Colonel Morrison, Colonel Clay, and many others.
We had also a squadron of cavalry, called the Liverpool Light Horse,
Captain Stone in command. I joined the squadron in 1859, and
greatly fancied myself mounted on one of my father's carriage
horses. We exercised in some fields behind Prospect Vale, Fairfield.
I remember the 1st Lancashire being encamped on the sandhills
between Waterloo and Blundellsands. It was the first time any
volunteers had been under canvas, and the camp was visited by
crowds of people.

Intellectual Life.
Liverpool has been always too much absorbed in her commerce to
take any prominent position in the world of literature and education,
until recent years, when we have atoned in some degree for our
remissness in the past, by the founding of our University. Professor
Ramsay Muir, in a recent speech, however, claims that we had a
Renaissance in Liverpool in the early years of the 19th century, when
a group of thinkers, scholars, and writers, finding its centre in
William Roscoe, gave to Liverpool a position and a name in the
literary world, and she became a real seat of literary activity. To that
remarkable man, William Roscoe, we owe the Athenæum, the
Literary and Philosophical Society, and the Roscoe collection of
pictures now in the Walker Art Gallery. This intellectual effort quickly
lost its vitality, and for long years the Literary and Philosophical
Society, and the Philomathic Society, struggled alone to keep burning
the light of higher culture and literary activity.
Elementary education was almost entirely in the hands of the
Church; middle class education depended upon the Liverpool
Collegiate, the Mechanic's Institute, afterwards the Liverpool
Institute, and the Royal Institution.
The fashion of sending boys to our great public schools did not set in
until the 'seventies.
Such was the condition of intellectual life when, in 1880, the
Liverpool University College was established, mainly through the
efforts of the late Earl of Derby, William Rathbone, Christopher
Bushell, E. K. Muspratt, David Jardine, Sir Edward Lawrence, Robert
Gladstone, Mr. Muspratt, Sir John Brunner, John Rankin, and William
Johnston. The first Principal, Dr. Rendall, rendered excellent service
in these early struggling years, which were happily followed by still
greater and even more successful efforts under Vice-Chancellor Dale,
resulting in the granting of a Royal Charter in 1903, and the
founding of a University. The Earl of Derby became Chancellor, and
Dr. Dale Vice-Chancellor. The University has been nobly and
generously supported by Liverpool men; indeed a reference to the
calendar fills me with surprise that so much could have been
accomplished within such a brief period. Its work is making itself felt
in the general uplifting of the level of education, while the presence
in Liverpool of such a distinguished body of professors has had
considerable influence in giving a higher and more intellectual tone
to society, and in opening up new avenues for thought and activity.
We must not omit to record the excellent work done by the School
Board. When first established in 1873, the election of members
provoked much sectarian animosity, but in the course of time,
through the exertions of Mr. Christopher Bushell and Mr. Sam
Rathbone, this hindrance to its success was overcome, and the
excellence of its organisation was generally recognised. Its functions
have, during the past few years, been transferred to the City
Council.
One of the results of the School Board was the founding of the
Council of Education, which provided, in the shape of scholarships,
the means by which boys could advance from the elementary school
to the higher grade schools and the universities. Mr. Sam Rathbone,
Mr. Gilmour, and Mr. Bushell were very active in promoting this
association.

Society in Liverpool.
Society was much more exclusive forty or fifty years ago than it is
to-day. The old Liverpool families were looked up to with much
respect.
The American war considerably disturbed Liverpool society, and
brought to the front many new people. Liverpool became more
cosmopolitan and democratic, but there was no serious departure
from the old-world courtesy of manner and decorum in dress until
the 'eighties, when it gradually became fashionable to be less
exacting in dress, and the customs of society grew less conventional.
In the 'sixties people of wealth and position surrounded themselves
with certain attributes of power and wealth, which gave to the