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Downloaded From ISSN 0967-3474 Hampshire Industrial Archaeology Society Journal www.hias.org.uk from Downloaded No. 16 2008 www.hias.org.uk from Front cover picture: Winchester Water & Gas Co. Drawing of the Lilleshall Company beam engine supplied to the DownloadedCompany in 1885 for the Romsey Road pumping station in Winchester. (HRO, W/J5/34a) Back cover pictures: UPPER; Southampton Royal Pier, early 1900s. LOWER; A Note on Influences on Polish Railway Station Design. Wisla Oblaziec station. 1 Hampshire Industrial Archaeology Society (formerly Southampton University Industrial Archaeology Group) Journal No. 16, 2008 _________________________________________________________________ Contents Editorial ………………………..……………………………………………………………..1 The Contributors and Acknowledgements ...…………………………………………………2 Southampton Pier by Jeff Pain ….. ………………………………………………………………………3 A Note on Influences on Polish Railway Station Design by Ray Riley …. ……..………………………………………………………………11 The Victorian Gunboat Handy by Stephen Dent & Ian Sturton ….…………………………………….…………….19 Lighthouse Optics by Keith Morton ........................................................................................................23 Winchester’s Water Works by Martin Gregory ………………. .………………………………………………... ..30 Editorial Welcome to Issue 16 of our Journal, the first one with colourwww.hias.org.uk on the cover. Once again the Journal has articles on a wide variety of subjects, showing the wide interests of members of the Society. Jeff Pain tells the story of the Royal Pier which has been at the centre of Southampton’s waterfront for 130 years, combining the roles of commercial landing stage and pleasure pier for most of that time. Ray Riley writes on some of the influences on railway stationfrom architecture, taking his examples from Poland rather than the United Kingdom. The survival of a Victorian gunboat in Portsmouth is remarkable and could add a further ship to Portsmouth’s collection as it makes a bid for World Heritage Status. Keith Morton’s article on the optics of lighthouses is topical as Trinity House establishes a museum at Hurst Castle. The article on Winchester’s supplier of water continues a series of pieces on the history of Utilities in Winchester. Martin Gregory June 2008 Published by Hampshire Industrial Archaeology Society, Registered Charity Number 276898 Edited and produced by Martin Gregory © CopyrightDownloaded 2008 individual authors and Hampshire Industrial Archaeology Society All rights reserved ISSN 0967-3474 2 The Contributors Stephen Dent Stephen Dent is Assistant Editor on the long-running naval history annual Warship. A graduate of Liverpool University, where he read Modern History, he has worked in publishing since 1987. He lives in Somerset. Martin Gregory Martin Gregory is a retired schoolmaster. His interest in the history of technology goes back over 45 years. He has researched and built model steam and Stirling engines for many years and also works on the history of the sewing machine. He has been a member of HIAS and its predecessor for 40 years, has served as Secretary and Chairman and is the present editor of the Journal. Keith Morton Keith Morton worked in the Ministry of Defence for nearly 40 years, starting as an apprentice and graduating to project managing a wide range of radar, optical, communications and guidance projects. He took early retirement in 1995 to get his Commercial Pilot’s Licence and became an instructor. He has always been interested in lighthouses and is the secretary/treasurer of the Association of Lighthouse Keepers (ALK). He is also an active member of the Friends of King Alfred Buses, having once owned two vehicles. Jeff Pain Jeff Pain has been a member of the Hampshire IA group since its early days in the 1960s. He was born in Southampton and, apart from wartime, has always lived and worked in the area. Educated at Taunton’s School, he followed his father into the shipping world, being employed in Freight, Passenger and Ship Agency work. After the reorganisation of shipping, he spent twenty years or so with Pirelli, first at Southampton and, when that closed, at Eastleigh. His main interest has always been in transport covering ships, railways and aircraft, with road interest limited to trams and buses. Ray Riley Professor Ray Riley retired from the University of Portsmouth in 1993 and took a post at the University of Lodz in Poland. In 1996 he was offered a two year contract by the Polish Ministry of Culture surveying coal mines and steel works in Silesia. The present article is largely based on travels during this period. He currently teaches part-time on the MSc Heritage and Museum Studies degree at Portsmouth University.www.hias.org.uk Ian Sturton Ian Sturton has been an enthusiastic investigator of post-1860 warships and warship designs for many years, publishing and illustrating articles in a number of journals. He retired recently from Winchester College Science School. from Acknowledgements My thanks are due to all who have contributed to this edition of the Journal. Acknowledgements and thanks for the provision of illustrations are made as follows: Peter Brook Collection, (Fig. 46); Tony Chilcott, (Fig.16); Geoffrey Dennison, (Figs.49,51,52); Stephen Dent, (Figs.50,53); Martin Gregory, (Figs. 56,57,61,62,65-67); Hampshire Record Office (HRO), (Fig. 60 & front cover); Bert Moody, (Fig. 7); Keith Morton, (Figs. 54,55,58,59); Jeff Pain, (Figs. 3-6,8-15,17-20 & back cover upper picture); Ray Riley, (Figs. 21-45 & back cover lower picture); Southampton Library, Local History Collection (SLLHC), (Figs. 1,2); Ian Sturton, (Figs. 47,48); Winchester City Museums, (Figs. 63,64). The authorsDownloaded and HIAS have made every effort to trace copyright holders of illustrations, but if we have inadvertently overlooked any, we apologise. 3 Southampton Pier Jeff Pain Introduction Although Southampton’s Royal Pier was built to service passengers and freight it developed into a seaside- style pier; catering for promenaders, providing refreshments, a band stand, tourist excursion boats, and a pavilion for dances, concerts and meetings, even including “what the butler saw” machines. Strangely, it was not included in certain listings of UK piers, presumably because it was on a river estuary and not facing the open sea. I personally recall, in my late teens, attending dances, usually on Saturday nights, hosted by Gil Hume and his Band, and also some jazz concerts. This is my tribute to a waterfront feature used and loved by many over the years. The Beginning Southampton has for some two millennia at least, been a port for import and export of goods, with the dock area moving from along the banks of the river Itchen to around the new walled town by about the end of the first millennium. In 1680, two quays were described: ‘the South Quay at the Watergate is some 223 ft (68 m) in length, 190 ft (58 m) breadth at the gate and 63 ft (19 m) at its head, the other older one at West Quay is 225 ft (69 m) long and some 58 ft (18 m) in breadth at the wall narrowing to 37 ft (11 m) at the end.’ By the start of the 19th century the West Quay was disused and the South Quay, now the Town www.hias.org.ukQuay, had been extended several times by at least 180 ft (55 m). At this time passenger traffic was increasing, with services along the coast, and across the Channel, offering connections to Paris via the Seine (1). Although Town Quay could from offer berths at high tide it was very limited, being a working environment with restricted space, so passengers were normally ferried ashore in small boats, which was, to say the least, lacking in comfort and convenience. In 1824 a group of steamship proprietors proposed a chain pier, and obtained a lease from the Corporation, of land apparently near the platform (east of Town Quay) with a breadth of Figure 1. Detail from 1845 Ordnance Survey map. Note the Pier head has straight edges, not round as most 30 ft (9 m) to the low water mark and 60 ft contemporary illustrations imply. Also the road ends at (18 m) wide at the head. However lack of the pier entrance, the extension to the Western Esplanade finance led to the failure of this scheme. In 1828 Downloadedwas not made until the 1890s. (SLLHC) a private syndicate made an offer to the Harbour Board Commissioners (2) of a £7000 loan to construct a pier, the catch being they required 10% interest per annum for 21 years, suggesting this could be raised by tolls. After this period they would hand the property over on repayment of the principal. Although the HBC were prepared to consider this proposal, a group of local business men, which included three of the Le Feuvnes, William Lankester and others, suggested this should be handled in house. They proposed construction of a pier using the breakwater facing the Custom House with the area enclosed to be a repair basin. This scheme the HBC rejected owing to lack of funds for such an elaborate project. 4 However the continued pressure for some action eventually bore fruit. In 1829 the HBC proposed the erection of a pier over the existing breakwater providing the Borough Council and the committee would help it to obtain an Act of Parliament to cover the work and raising the necessary capital. This was agreed and in accordance with plans submitted by Mr. Doswell, an Act was passed under 1 and 2 Will 1V Figure 2. Mid 1800s view showing much activity around the Town Quay and Cap 1 (1831), with authorised passenger traffic using the Pier (SLLHC) capital of £10 000, which also created a body known as the Pier and Harbour Commission (basically identical with the existing HBC) to oversee operations. Mr. Doswell’s plans offered either a stone built structure estimated at £14 000, or a wooden option at £7500.
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