The moment
of truth about Liverpool, my city of birth, came to me in the late 1970’s. That year we were booked to go from
Felixstowe to Zeebrugge on our camping holiday because although less convenient
going it was more convenient on the planned return. Arriving at the port in good time we parked
and decided to look around and find victuals.
The only
place open was the transport café. It
was clearly popular with the drivers, which was a good sign. What took my eye were a couple of trucks from
the Liverpool area and one of the drivers was
on the next table and happy to chat for a bit of company.
My
assumption that the freight containers they were carrying were for Europe was wrong.
They were for the East to places for which that Liverpool
had long been a major port. It did not
take long for me to realise that the logistics and reality of road freight
traffic had changed radically in a short time.
It was
clear that a lot else had changed as well as it finally dawned on me at
Felixstowe that I was looking at a new age of sea transport. Already we had been through the large
Europoort at Rotterdam
a couple of times and had seen the containers stacking up.
There was the
awareness already that the Liverpool international
passenger trade had almost all gone and never to return. What I learned was that the freight trade was
being lost as well and very rapidly. The
driver told me in direct language that Liverpool
as a port was dying.
In 1966 we
went through Liverpool to Belfast for a holiday
in Ulster. The car had to be loaded onto a freighter to
follow the passenger ferry and then off loaded at the other end. Getting in and out of the docks was
complicated and took a long time even for what was then an “express” service.
The
Liverpool Docks of 1966 were much the same as in the left hand picture above of
around 1950. This is a highly idealised
picture with the emphasis on passenger ships and there is not much dirt and
fewer cargo ships about with dock labour.
Despite some of the docks known to be freight ones they are not for the
picture.
This kind
of latitude with the image became characteristic of Liverpool
in later years. What the picture does
not show is the number of freighters out in Liverpool Bay
waiting and hoping for an available dock soon. Some of them had to wait days and if an
industrial dispute was going on many days.
The picture
on the right is from 1909 and the railway network serving the docks then was
much the same as in the 1960’s before The Beeching Report took effect. This was extensive and from my own and many
of my families direct knowledge always busy up until the 1960’s.
Up until
the early 1950’s we were often in Liverpool
and there were generations of the family who had known it back to the mid 19th
Century. Two of my four great
grandfathers were in the engine rooms of ships and my grandfather did the
occasional stint when his trade was slack in the winter.
Like them
and many of my family and others up to the 1950’s we all just assumed that it
would more or less go on forever. There
would be some changes but Liverpool would
always be a thriving city and a major location for trade, finance and with the
accompanying infrastructure and associated industries. We could not imagine what was going to happen
There were
other factors. In WW1 Britain lost 6000
ships, a lot of them the older and slower ones.
This was repeated in WW2. The old
ships were replaced by much larger ships increasingly powered by oil turbine
engines. So even if more freight was
being carried it needed fewer and fewer ships to carry it. Also these ships did not need the manpower on
board that the older ones had.
In the
1840’s a sailing ship with a tonnage of up to 4000 might well need a crew of up
to 30. Today a major oil tanker of
hundreds of thousands tonnage can work with less than that. Down the decades the gradual need for fewer
and fewer crew to deal with larger and larger ships has been absent from the
thinking.
Moreover
during WW2 the Americans brought in for their purposes a good many features of
mechanised handling. So by the 1960’s
the handling of freight could be very different in terms of rail transit
alone. When the motorways came and with
low loaders (including many second hand from the Army) and a variety of other
trucks the system requirements were very different.
In the late
1940’s in an attempt to deal with the endless problems of industrial disputes
and disruptions to trade and incidentally food supplies during times of real
scarcity, the Attlee government introduced the Dock Labour Scheme. This was intended to establish fair and
reliable arrangements in the docks.
The trouble
was it assumed, like my family, that the existing system was here to stay for
all time. Also, it was a bureaucratic
system inevitably with anomalies and points for disagreement. So the dock strikes went on, and on and
on.
As soon as
alternatives became available, notably with container traffic Liverpool
became a place to be avoided, sometimes at all costs. When it became normal for freighters to find
spare docking space available on arrival instead of queuing for days it meant
that the old world had gone for good.
The
government could not and did not understand what was happening in reality. There were many fine words and grand,
expensive, media friendly and cosmetic schemes and the rest. But with the passenger traffic gone to the
skies and the freight to the roads and to other ports then all the related
infrastructure and economic activity went into free fall.
For the
docks the mantra of the trade unions was that for the container trade firstly
the containers should be loaded and unloaded by dock labour. Also where containers were going through non
Dock Labour Scheme ports they should be forced to join.
In addition
inland container depots and facilities were to be designated as Port outlets
and again forced to use Dock Labour. Had
Labour won the 1979 election this might have happened with a major impact on
the whole of UK
trade.
The local Labour
council in Liverpool became not an agent for
reform or progress but actively complicit in the collapse because of its
internal politics. Also, a large
proportion of the population came to be in council housing. As inflation gathered pace the rents were
kept low and therefore the subsidies high.
Given the
rating system at the time and controls on borrowing there was only one source
for added spending. This was business;
and while the big boys with clout in Westminster
managed to get favourable deals and hidden subsidies the brunt of this was
borne by the remaining local firms and retailers.
In the past
the vast network of these and small firms engaged in a variety of trades and
manufacturing had been a little recognised staple of the Liverpool
economy. When they contracted rapidly
the wealth of the city had gone and so had its status as a world trading city
and even a major British city.
It is only
a handful of years since I last drove down the Dock Road having been to a funeral. There was almost nothing left of the Liverpool I knew and it was eerily quiet.
Even
quieter than when the dock workers were striking.