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Kitabı oku: «Recollections of a Busy Life: Being the Reminiscences of a Liverpool Merchant 1840-1910», sayfa 13

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CHAPTER XVI.
THE SEAMEN'S ORPHANAGE, Etc

On the death of Mr. Alfred Turner in 1896, I was made president of the Seamen's Orphanage. The detail work of the institution is carried on by the chairman of the committee. The first chairman was Mr. Robert Allan, whose devotion to the interests of the institution was beyond all praise. On his retirement his place was filled by Mr. J. H. Beazley, one of the sons of the founder, the late James Beazley. No institution in the city of Liverpool is doing a better or a nobler work. We can all realise how much our safety, and how greatly our prosperity as a nation, depend upon our sailors, yet we scarcely appreciate how little chance a sailor has of saving money for a rainy day, and how entirely dependent his widow and family generally are upon public support.

The institution is worked upon right lines; a high moral and religious tone is inculcated, and the children are brought up to be good Christian boys and girls and to take a pride in their school. I do not know anything more refreshing than to visit the school, with its hundreds of bright, joyous children, all so glad to make you welcome with their cheery "Good morning, sir!"

Our anniversary Sunday is a red-letter day in the institution, the sermon being preached by a bishop. After the service an inspection of the institution is made. It has been my privilege to entertain the bishops during their visit, and we have had staying with us the Bishops of Carlisle, Hereford, Bangor, Sodor and Man, Manchester, and the Archbishop of York.

The Royal Commission on Motors

The advent of the motor vehicle, driven by an internal combustion engine, was remarkable for its suddenness and its rapid development.

The motor was only in the experimental stage in 1896, yet four years later several thousand were on the roads, and this number increased in another five years to 60,000. That vehicles should be driven along the public highways at thirty and forty, and even fifty miles an hour, was subversive of all ideas of what was prudent and safe, and when these vehicles set up clouds of dust in their progress, there was a public outcry. This was fully justified, for the speed at which motors were driven was undoubtedly excessive. On the other hand, the public did not realise the complete control which the drivers could exercise, even at high speeds.

The Government, in response to the popular demand in 1905, appointed a Royal Commission on Motors, of which I was nominated a member. Viscount Selby was appointed the chairman, and the other members were the Marquis of Winchester, Sir Edward Henry, Chief of the Metropolitan Police, Sir David Harrel, K.C.B., and Mr. Munroe, C.B., of the Local Government Board.

We held about fifty sittings, extending over a year, and examined over sixty witnesses, representing the Highway Authorities, the various motor clubs and manufacturers, and a large number of persons who were opposed to the use of motors on the high roads, unless limited to a low rate of speed.

The enquiry was interesting and instructive. It brought out the fact that much as many people object to motors, they one and all agreed that they had come to stay. It was also proved that since railways had withdrawn the heavy traffic from the highways, the roads had been allowed to fall into poor condition, and to this could be attributed some part of the complaints as to dust. I was personally in favour of limiting the speed to twenty-five miles an hour in the open and ten miles through towns and villages; but as all the other members of the Commission felt that in the open country we should rely upon the powers of the present Highway Act, which makes it a serious offence to drive at a speed causing danger to the public, and were in favour of a no-speed limit, except through villages, I gave way so that our report might be a unanimous report. We made a long list of recommendations for the better regulation of motor traffic. I am glad to say our report was well received, and although no bill has been introduced to give legal force to its recommendations, they are being very generally acted upon.

I have often since regretted that I did not press my recommendation restricting the speed in the open to twenty-five miles an hour, as I feel it would have largely solved the speed question. The powers under the Highway Act would still have remained, compelling motorists to drive at all times with due regard to public safety.

CHAPTER XVII.
THE EARL OF DERBY

Appointments to the County Bench

I was brought into such frequent contact with the late Lord Derby, in connection with my duties as chairman of Quarter Sessions, that I should like to add a few words of appreciation of his lordship's great kindness and consideration. I must, however, in order to make my story quite clear, preface my remarks by a reference to the late Earl of Sefton, who was the Lord Lieutenant of Lancashire for so many years. Lord Sefton in his appointments to the bench, took an infinite amount of trouble to select good men, and men who when appointed would do their work. He was good enough frequently to consult me, and I certainly did my best to support him in his choice of suitable men for the office of magistrate, which I hold to be a position of importance and responsibility.

It is not generally recognised that magistrates are endowed with very great power over the liberties of the people, and they ought therefore to be selected with great care. Two magistrates sitting at Petty Sessions have in a sense more power than a judge sitting at an Assize. They not only determine the guilt of the prisoner, but can and do impose considerable terms of imprisonment. At the Assizes the jury decide if the prisoner is guilty, the judge only awards the punishment.

Lord Sefton unfortunately made a mistake in some of his appointments to the Salford Division. He was, however, entirely free from blame. Erroneous information was given to him, and he made, quite unawares, some political appointments. He added to the bench the names of several Conservative politicians, which gave great offence to the Liberal Government then in power. Mr. Bryce, then Chancellor of the Duchy, wished to rectify the mistake by insisting upon Lord Sefton appointing a number of active Liberals. This he declined to do, and it led to a deadlock. Lord Sefton threatened to resign, and would have done so had we not been able to build a bridge over which both he and the Chancellor were able to retire without loss of dignity. I was much helped in these negotiations by my friend, the late Mr. Robert D. Holt.

Upon Lord Sefton's death Lord Derby was appointed the Lord Lieutenant. Naturally a timid man, he was very anxious to avoid the mistake made by his predecessor, and for several years he created no new magistrates in some Petty Sessional Divisions, and the administration of justice was rendered most difficult through the lack of justices.

I was at this time frequently at Knowsley, and spent hours in going over lists of names with his lordship, and always came away with a promise that some appointments should be made forthwith, but still he hesitated. It was quite impossible to feel disappointed. Lord Derby was always so courteous and kind, and one could not help feeling that his hesitation arose from his extreme conscientiousness and high sense of duty, and also one could not fail to recognise that his task was delicate and difficult.

When the Liberal Government came into office in 1905, they set about to adjust the inequality between the political parties as represented on the bench, and the Lord Chancellor practically made all the appointments, the Lord Lieutenant merely confirming. Under this arrangement the bench in Lancashire has been greatly increased, but I doubt if its status has been maintained.

Lord and Lady Derby from time to time extended great kindness to us, Lady Derby frequently inviting us to dine and sleep at Knowsley, to meet her distinguished guests. In this way we had the opportunity of meeting the Prince and Princess of Wales, the Lord Chancellor (Lord Halsbury), the Prime Minister (Mr. Balfour), and others. The hospitality of Knowsley is proverbial, Lord and Lady Derby were ideal host and hostess, and we have paid no pleasanter visits than those to Knowsley.

When Lord Derby was elected Lord Mayor of Liverpool I was asked to act as his deputy, as it was not expected that his lordship would do more than the formal and official work. For some time I called at the Town Hall every morning to see if I could be of any service, but I quickly discovered that Lord Derby was not going to discharge his duties in a perfunctory manner, and my services were required very little. I remember on one of my visits his lordship telling me his horse was the favourite for the Oaks, which was to be run on the day following. I begged him to go up to see the race, but he replied his first duty was at the Town Hall.

The race was run, and Lord Derby's horse won. I often narrated this episode as a proof of his lordship's devotion to his duties, and once in his presence, when he intervened and said: "Do not give me too much credit; I must confess the temptation to see my horse win was too strong for me. I went up by the midnight train, and returned by the first train after the race."

Lord Derby proved a most excellent Lord Mayor, and the debates in the Council were never before – and have never since been – conducted with so much decorum and dignity. The hospitality of the Town Hall was maintained on a splendid scale. Lady Derby took a keen personal interest in all the arrangements, and her own charming personality contributed greatly to the popularity and success of his lordship's year of office, which I have also reason to believe he greatly enjoyed.

It may be interesting to narrate how Lord Derby became Lord Mayor. I had heard it stated that his brother and predecessor in the title had often expressed his wish that the old tradition of the family might be revived, and that he might be asked to become Mayor of Liverpool; and bearing this in mind I ventured one day to mention the subject to Lord Stanley. I found it not only interested him greatly, but he said he was sure his father would appreciate the honour, provided it was the unanimous wish of the Council. I mentioned the matter to our leader in the Council, and an early opportunity was availed of to elect Lord Derby as the first Lord Mayor of the extended Liverpool.

By the death of Lord Derby, Liverpool sustained a grievous loss. He had filled many great public positions – Governor-General of Canada, Secretary of State for War – but in no position did he do more useful work than in the management of his own vast estates, and in furthering good work of every description round and about Liverpool. He fully realised that great responsibility attached to his position, and he devoted himself to the discharge of his many duties in the county and in Liverpool with an assiduity and earnestness which won the admiration of all, while all were fascinated by his great courtesy and old-world charm of manner.

Lord Derby took a deep and active interest in the building of the cathedral, always making a point of attending our meetings when in Liverpool, and his encouragement and wise words of advice were most helpful.

Prince Fushimi of Japan

In June, 1907, I received a letter from Sir Edward Grey, the Secretary of State for Foreign Affairs, asking me if I could entertain at Bromborough Hall the Prince Fushimi of Japan, a royal prince, who was visiting England on a special mission from the Emperor. I replied that, while I should be delighted to do all I could to extend hospitality to the Prince, I could only place ten bedrooms at his disposal. Sir Edward Grey replied that as the suite comprised twenty-two he had asked Lord Derby to invite the Prince to Knowsley, but would be glad if I would make the necessary arrangements for his visit to Liverpool. This was followed by a letter from Lord Derby asking me to send to his comptroller a list of the guests I thought he ought to invite, intimating that he could put up thirty and dine forty all told. I made out a purely official list, and arranged for the Lord Mayor to give the Prince a luncheon at the Town Hall, and for the Dock Board to take him in their tender for a sail on the river, and afterwards to proceed to Knowsley.

The suite in attendance on the Prince was most distinguished, including the Grand Chamberlain to the Emperor, the Admiral who had been Minister of Marine during the Russo-Japanese war, the General who commanded the cavalry during the war, and many other men of eminence. They mostly spoke English, and were very interesting. They were charmed with the park at Knowsley, and were familiar with the history of many of the great personages whose portraits were displayed upon the walls of the Knowsley dining-room. They asked innumerable questions, and among other things wanted a plan of Knowsley. The only plan Lord Derby could produce was a plan made to show the drainage system. Strange to say, they were delighted with it.

The following morning, shortly before leaving, the Prince came downstairs, preceded by two of his suite, bearing a beautiful cabinet, which he placed at Lady Derby's feet, a present from the Emperor. Lady Derby was much gratified, and said she was more than repaid for all the trouble she had taken in opening the house and bringing all the servants, carriages, and horses from London, adding, "They are such perfect gentlemen."

Knowsley was in the hands of the painters, and, being in the middle of the London season, it was not an easy thing to arrange to entertain the Prince; but as the King had expressed a wish that Lord Derby should be his host, it had to be done. Liverpool had a good friend in the late Lord Derby, and no one will ever know the trouble he took to entertain royal and distinguished visitors to Liverpool, oftentimes at considerable personal inconvenience.

During the war between Russia and Japan, it was for long a question if the fleet of Japan would be strong enough to meet the Russian fleet. At the close of the war it came out for the first time that the most powerful ship in the Japanese fleet had in the early days of the war been blown up by a mine, with the loss of 800 lives. I ventured to ask the Minister of Marine how they managed to keep the secret so well. He simply replied, "Our people are very patriotic." I also asked the general who was in command of the cavalry how it was that their great strategical movements did not leak out. He answered with a twinkle in his eye, "The newspaper gentlemen were very pleasant, and we managed to interest and amuse them elsewhere."

CHAPTER XVIII.
TRAVELS

One of the most remarkable developments of modern times has been the increase in the facilities for foreign travel, with the consequence that travelling has become the pastime of the many, and not the privilege of the few. In the 'sixties and 'seventies travelling was difficult. In the first place, a passport had to be obtained, with the visé of the ambassador of every country through which it was intended to pass. It usually took ten days to procure this, and there also had to be faced the difficulties of the Customs at the various frontiers, the absence of through train services, and the general halo of suspicion with which foreigners were regarded on the continent, and which led frequently to unpleasantness. In 1860, on my way to Trieste, I was detained at Turin, and at the hotel I met Mr. Ed. Lear, R.A., the author of the Book of Nonsense, who was on his way to paint a picture in Italy. Mr. Lear made a few pen-and-ink sketches for me. When I arrived at the Austrian frontier at Verona, these were found in my baggage, and I was detained for twelve hours while enquiries were made about me by telegraph. Another time, I was staying at the little Portuguese town of Elvas, and walked across the frontier to see Badajos, the scene of the memorable siege during the Peninsular war. On entering the town, I was asked for my passport, which I produced, but as it had no Spanish visé I was placed in charge of a gendarme, who with a drawn sword marched me across the frontier back into Portugal. These little incidents serve to illustrate the suspicion which surrounded travellers on the continent.

In addition to my voyage round the world, already described, I paid annual visits to the Southern States of America, in connection with my firm's cotton business, and I also spent some time in Portugal and the West Indies.

In no department of travel has more progress been made than in ocean travel. I crossed the Atlantic in 1861 in the "City of Washington," of the Inman Line, and returned in the Cunard steamer "Niagara," the voyage each way lasting twelve days, and they were twelve days of great discomfort. The sleeping accommodation was below the saloon; the cabins were lit by oil lamps, which were put out at eleven o'clock at night; the air was foul and stifling; and there was an entire absence of ventilation.

In the saloon, above the dining-tables, trays filled with wine-glasses swung from side to side with every roll of the ship; the saloon was lit by candles, which spurted grease and smelt abominably. There was no smoking room provided, and we sat in the "fiddlee" upon coils of rope, while the sea washed to and fro, or else we tried to get under the lee of the funnel. What a change has taken place, and how greatly the electric light has contributed to the comfort of travellers by sea!

The Franco-German Battlefields

The most interesting journey I ever made was in 1871, when with my father and the late Dr. Grimsdale and Mr. Ryley I visited the Franco-Prussian battlefields. The war was not ended and the German army was still surrounding Paris, which made travelling difficult, but we met with great civility from the Prussian officers, and visited the battlefields of Saarbrück, where the Prince Imperial received his baptism of fire, Wörth, Hagenau, Weissenburg, Gravelotte, where we found men still burying the horses slain in the battle, Mars-le-Tour, Metz, and finally Sedan. We gathered many trophies, but were not allowed to bring them away. Wherever the Prussians made a stand and were slaughtered in their hundreds, as at Gravelotte, we found pieces of small German Bibles, and we were told that every German soldier, from the Emperor William downwards, carried a Bible in his haversack.

Costa Rica

The year after I retired from business, in 1891, I visited Costa Rica with my eldest daughter, to inspect the railway in which we were much interested. The country from Port Limon, which lies on the shores of the Gulf of Mexico, bathed in a tropical sun, to San José, the capital, is most picturesque and remarkable for its deep ravines, its rapid rivers, and its wealth of vegetation. On leaving Port Limon we passed through long and deep valleys filled with palms and every species of tropical plants, which made us exclaim that we might be in the Kew conservatories. We gradually worked our way up 5,000 feet to the plateau upon which San José is situated, and the scenery hereabouts reminded us of an undulating English landscape, such as we have in Kent or Surrey.

The railway was then in its infancy, and in a very rickety condition; it was said that the man who travelled by it for the first time was a hero, and if he travelled a second time he was a fool. But reconstruction was already in progress.

We were much interested in the banana cultivation, as it supplied cargoes for our steamers sailing between Port Limon and New York, a trade which has since developed into gigantic dimensions. We had all the anxiety of finding the capital necessary to finance both the banana industry and the railway, and like most pioneers we did not secure the reward; it went to an American company, who reaped where we had sown. My daughter and I had a charming trip to Cartago, and ascended the volcano of Iritzu, 13,000 feet, and from the summit had a view of both the Atlantic and Pacific Oceans. We made also a trip to the Pacific coast on horseback; it was a long journey, and in order to escape the heat of the sun we travelled chiefly by night. We passed innumerable waggons drawn by bullocks and laden with coffee for shipment from the Pacific coast. It required some vigilance on our part to prevent our horses being struck by the long horns of the bullocks as we passed by. We had eventually to leave the high road and strike through the bush, the Indians going before cutting down with their machettes the vines and tree branches which blocked the path. We returned only a few days later, yet such is the rapid growth of tropical vegetation that the Indians had again to clear the track. We stayed the second night at the village of Esperanto, and early next day reached the Trinidad gold mines, situated on the mountain side looking down on the Pacific coast. I shall never forget the view which stretched out before us. There was the Pacific Ocean lying opalescent in the bright beams of the morning sun, and studded with little blue islands, looking like so many blue beads upon a silvered mirror.

On our way out from Jamaica to Limon we spent two days at Colon. The works on the Panama Canal were in active operation. We went a little way up and saw enough to convince me that the French would never make the canal. The waste of money was prodigious. We saw a train of trucks loaded with cases side-tracked into the bush and completely grown over. The sickness was also terrible. Every day a funeral train came down to Colon from the works with bodies for interment, and grave spaces in the cemetery were so scarce that they were let at a rental of so much a month. Now, thanks to the researches of the Liverpool Tropical School of Medicine, these pestiferous swamps have been rendered innocuous.

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