A monument to his memory was erected in Patcham churchyard, with the following inscription, now obliterated by time:—
Sacred to the Memory
of
DANIEL SCALES,Who was unfortunately shot, on Tuesday evening,
Nov. 7, 1796.Alas! swift flew the fatal lead,
Which pierced through the young man’s head
He instant fell, resigned his breath,
And closed his languid eyes in death.All you who to this stone draw near,
Oh! pray let fall the pitying tear:
From this sad instance may we all
Prepare to meet Jehovah’s call. [313]
On the 24th of April, 1806, an encounter took place off Brighton, between the revenue cutter, Leopard, and a smuggler, when Aldridge, the commander of the contraband vessel, was killed in the action, and one of his crew, named Morris, was so desperately wounded in the chest that he died a few days afterwards.
As a more immediate than a sidelong marine walk, the Chain Pier was projected, agreeable to the annexed prospectus:—
The utility of a Pier at Brighton, carried a sufficient distance beyond high-water mark, so as to enable Steam Packets and boats to lay alongside, and embark or land their passengers, is universally admitted; and the proposition has excited greater interest since the resolution has been formed of establishing a Steam Packet Company to France, because it is reasonably anticipated that the two concerns, although not intended to be incorporated, must be essentially beneficial to each other.
In a national point of view it is certainly most desirable, that the intercourse between the two countries should be facilitated and extended; and there can be no measure adopted which could more effectually promote this end and increase the prosperity of this great and flourishing town, than the proposed Pier.
When so many advantages are evidently comprehended, both to the individuals who may be concerned in the undertaking, and the public generally, it becomes a subject of deeper solicitude, that there should be no fallacy in the principle, no imperfection in the constitution, which would endanger its future security, and frustrate the important object.
First, with regard to the durability of the materials, it should be observed, that it is intended to construct the Pier, wholly of iron, with the exception of the platform. The oxedale of cast Iron is so incorruptible that its effects can scarcely be brought within the scope of calculation; and wrought iron, with common attention to cleaning and painting, may be considered as almost imperishable. But even if the time should arrive (which must be exceedingly remote) to render it necessary to renew it, every bar can be taken out and the whole replaced in detail, without any interruption to the passage of the Pier, so that the capital invested in the concern is not chargeable with more than common interest. The planking of the gangway will require to be renewed perhaps once in ten or fifteen years, and this expense is accounted for under the head of charges.
With regard to its strength, when there are so many conspicuous examples of the powers of piles to resist the sea in the most exposed situations, any theoretical illustration would be superfluous. But before notice is taken of the works which have preceded and given rise to the proposed plan, a few instances may be stated, such as the Sheers, the Whittaker, the Gun Fleet, and other beacons on the North Coast; and coming nearer to the point itself, the iron beacon on the Black Rock, near Leith, which is about two miles S.E. from the Trinity Pier, has stood alone for years; North Yarmouth jetty, and the Pier at Ostend, on the opposite coast, remain firm, opposed to the sea from the S.E. and N.W. and require no repair but what arises from the decay of the timber; and at Cronstadt, in the Gulph of Finland, there are batteries erected on piles like so many islands, which have remained there from the time of Peter the Great.
It may now be noticed, without entering into so wide a field, that the Trinity Pier, which (although on the same principle) is in all respects a more slender and inferior structure to the proposed Pier for Brighton, was erected during the stormy season of the equinox; and even in its unfinished state, while it was of course less capable of resisting the shock of the sea, it suffered no injury; and since its completion, the following reports will show that its strength and security are beyond all question, and what is of as much importance, its utility has surpassed the most sanguine expectations.
Copy of a Report from the Directors of the Trinity Pier Company, dated Leith, Sept. 20, 1821:—
“These are to certify, that the Trinity Pier was loaded with 118 Pigs of iron ballast, or upwards of 20 Tons, the same that were sent out by Mr. Crichton for proving the said Pier, and that the above ballast was loaded between the piers regularly placed. And we also certify that there was no interruption to the passengers to and from the Steam Boats that were laying alongside at the time it was so loaded. And we further certify, that under all the circumstances of the case, that the said Pier has undergone a more severe trial or proof than was specified in the agreement with Captain Brown; and that the said Pier is in all respects perfect, and in good order.
“Given under our hands at Leith, this 20th day of Sept. 1821.
(Signed) “ALEXANDER SCOTT,
ALEXANDER STEVENSON,
Directors of the Trinity Pier.”Copy of the second Report from the Directors of the Trinity Pier Company, dated Leith, the 16th November, 1821:—
“Leith, Nov. 16, 1821.
“Captain Samuel Brown, R.N.
“Sir—In compliance with your wish to hear how the new Pier of Suspension, at Trinity, has stood the late violent easterly gales, to which it is very much exposed, we feel very great pleasure in informing you that it has not received the most trifling damage; and that since the pier-head has been lengthened to 70 feet, the Steam Boats are able to lay on the lee-side of it with perfect security in the strongest gales we have had, the violence of the sea being exhausted in passing through the different ranges of the piles.
“So little is the vibration of the chains and platform, that we have never known the least alarm to be expressed by passengers going along it; and great numbers frequent it even in this inclement season, merely for the purpose of taking a walk along it.
“We are, Sir,
Your obedient Servants.(Signed) “ALEXANDER SCOTT,
ALEXANDER STEVENSON,
Directors of Trinity Pier Company.
GEORGE CRICHTON, Treasurer.”As there will be plans upon an extended scale, laid before a general meeting, or a committee of management, it is unnecessary to advert to them at present: it may, however, be satisfactory to state, the extent, from high-water-mark to the end of the Pier, 1,000 feet, and the width ten feet: each of the inverted arches will be 251 feet span, and the outer Pier-head will form an area of about 4,500 feet, and an elevation of 10 feet above the highest spring-tides. The expense of erecting a Pier and constructing a floating Break-water, which will be essential, as a protection from ships or vessels running foul of it, and at the same time afford additional facility and convenience for ships putting to sea from the beach, will be £27,000. [315] It is proposed that a Company should be constituted and incorporated, under the denomination of the Brighton Pier Company, and that the sum of £27,000, forming the joint stock of the Company, be raised by subscriptions of £100 each.—The affairs of the Company to be conducted and managed by a Committee, consisting of a Treasurer and 10 Members, who are to be chosen by a majority of votes of the Proprietors, at a General Meeting; and that five of the said Committee are also to be chosen by a majority of votes to act as Directors or Managers of the Company; and that the Committee of Management and the Directors collectively, shall have the power of appointing a Pier Master, and other persons, whose services or avocations may be required for the general benefit and advantage of the Company. All other rules relative to the reciprocity of interest and the financial branches of the Company, are to be fully set forth and explained in a separate instrument, to be drawn up in a proper legal form by a Solicitor.
The situation in all respects most suitable both for the convenience of the public and the interest of the Brighton Pier Company, is opposite the East Parade of the Old Steyne, and as T. R. Kemp, Esq., and C. S. Dickens, Esq., have, in the most liberal and handsome manner, which must lay, not only the proprietors of the Pier, but the whole community, under lasting obligations, granted a sufficient space of ground for forming the Pier, and relinquished all their manorial rights, it will not be necessary to apply for an Act of Parliament for authority to levy and collect a toll, or pontage in the Pier, because the beach is free for landing and embarking in boats as heretofore, and it becomes perfectly voluntary or optional to enter upon and pay for the accommodation of the Pier.
It is intended that the platform shall be horizontal with the East Parade, and extend in the same direction out to sea—as there can be no doubt that the Pier would become a place of fashionable resort, great emoluments would be derived from this source alone,—independent of this, would be the specific revenue secured by a lease to be paid by the Proprietors of the Steam-Packets, and as it is one of the objects of the Pier to permit the shipment of carriages and horses, under certain regulations consistent with the convenience of visitors, a considerable sum will be raised by this means.
It is not intended that Merchant’s ships should load or discharge their cargoes at the Pier, and no fish to be landed unless under particular circumstances to be judged by the Pier-Master;—but as great advantages must be derived to the Town, and Proprietors of the Pier, from the traffic in fruit, eggs, &c. &c. with France, small-craft and boats are to be permitted to come alongside, by paying certain dues for the vessels, and a certain rate upon their goods, the amount of which will be fixed by the Committee of Management; pleasure-boats, and boats hired for pleasure, are to pay certain dues for laying alongside the Pier, and a further rate for the company landing from or embarking on board them, and the shore boats belonging to the Town of Brighton and others, which are in the constant practice of using the beach, whether owned in the town or not, are to be permitted to land passengers, who are to pay the usual rate for landing on the Pier; but the boats before-mentioned are to be exempted from paying any dues for coming alongside, and the crew are to be allowed to land without any charge being made: but such boats are not to continue at the Pier longer than is necessary to land or take on board passengers or pleasure parties, and are to be subject to the orders of the Pier-Master, in regard to the length of time to be allowed for this purpose, and this permission alluded to is not to be considered as an abandonment of the right of the Pier Company to charge boats of the above description the usual Pier dues, but as a favor and preference given to the fishermen and boatmen belonging to the Town of Brighton and its dependencies.
There is no circumstance connected with this establishment of a Pier at Brighton, which will be viewed with more satisfaction, either by the Proprietors or the Public, than the ready means it will afford of dispatching boats to the assistance of vessels in distress—however well disposed the fishermen or pilots may be to venture to sea in a heavy gale to their relief, their utmost skill and hardihood are unavailable to launch their boats through the serf at low water; and even at the height of the tide it is frequently impracticable; it is therefore intended either to construct a slip or inclined plane in the centre of the outward Pier, to contain a boat of the largest class, and provide anchors and cables for her, and appoint her in all respects ready to launch off in the heaviest gale at a moment’s notice,—or to erect Davits on each side of the Pier to support boats, which will always be ready to lower down.—There are no description of vessels better calculated for this service than what are termed the Brighton hog-boats,—when they are fairly clear of the beach and breakers, (which the boat would be the moment it was launched,) they work off the coast in the most surprising manner.
As it will at all events be necessary to have a boat’s crew of at least four active able bodied men, belonging to the Pier, those men, in order to be available for the duty alluded to, must be Pilots for Shoreham or Newhaven, and when the large boat is to be sent to sea there can be no difficulty in engaging three or four men to complete the compliment. That in the course of time many ships and vessels may receive assistance, and be saved from shipwreck by this means, is the most reasonable of all hypotheses—and as the vessel and other smaller boats would be part of the property of the Company, and maintained by it, they would be entitled to salvage or to a remuneration in proportion to the extent of services rendered, as usual in such cases.
But the sources from whence the revenue of the Pier is to be derived, which will yield a large interest to the Proprietors agreeable to the sum which they may have respectively invested, will be so satisfactorily shewn in the following statement, that it is not necessary to reckon on any profits arising from such contingencies, however plausible and flattering the prospect may be.
| £ | s. | d. | |||
Pier dues from 4 Stream-boats, each £100yearly | 400 | 0 | 0 | |||
,, 25,000 passengers to and from France, perSteam-vessels, in the course of the year, at 2s. | 2500 | 0 | 0 | |||
,, Luggage, packages, &c. &c. | 500 | 0 | 0 | |||
,, French vessels to pay 1s per ton, and thecrew to be exempted from dues, viz.—200 vessels averaging20 tons each, 1s | 200 | 0 | 0 | |||
,, Goods, packages, &c., from Frenchvessels | 300 | 0 | 0 | |||
,, 100 carriages to and from France, 20s | 100 | 0 | 0 | |||
,, 200 horses ditto ditto, 10s | 100 | 0 | 0 | |||
,, Pleasure Yachts, crews exempted,supposed | 50 | 0 | 0 | |||
,, Company embarking and landing, 2s | 100 | 0 | 0 | |||
,, Parties of pleasure in the Brighton shoreboats | 50 | 0 | 0 | |||
,, Ship boats landing and embarking passengers5s for the use of the Pier, which will exempt the crew | 50 | 0 | 0 | |||
,, Produce of the Pier as a promenade, at£10 per day | 3650 | 0 | 0 | |||
| £8000 | 0 | 0 | |||
CHARGES: | ||||||
| £ | s | d. |
|
|
|
Pier Master, yearly | 200 | 0 | 0 |
|
|
|
Boat’s crew, 4 men, yearly | 150 | 0 | 0 |
|
|
|
Two Toll-keepers | 104 | 0 | 0 |
|
|
|
Wear and tear of ropes, &c. | 40 | 0 | 0 |
|
|
|
Painting Pier twice a year | 40 | 0 | 0 |
|
|
|
Wear and tear of gangway of Pier | 30 | 0 | 0 |
|
|
|
Lighting of Pier | 20 | 0 | 0 |
|
|
|
Night watchman | 38 | 0 | 0 |
|
|
|
Secretary, office, &c. | 300 | 0 | 0 |
|
|
|
| £922 | 0 | 0 |
|
|
|
| £922 | 0 | 0 | |||
Net produce yearly, or 25 per Cent. on amountof capital | £7078 | 0 | 0 | |||
The merits of the plan are here brought to a very narrow compass, and it is confidently believed that there will appear no disposition to overrate the advantages, or to excite any undue bias in the public mind that might ultimately lead to disappointment.
Subscriptions will be received at Messrs. Hall, West, and Borrer; Messrs. Wigney, Stanford and Co., Brighton; and Messrs. Willis, Percival and Co., London.
It is much doubted whether the expectations of either the projectors or the shareholders have ever been realized, except as regards outlay and charges. The structure was commenced in October, 1822, and completed in twelve months. On the 25th of November, it was opened by the skilful projector, Sir Samuel Brown, R.N. The Pier, which projects 1,150 feet, is approached by an Esplanade 1,250 feet in length. The foundation consists of four clumps of iron shod and nail-mailed piles strongly bound by cross and wale pieces of great substance. The clumps are 250 feet apart, and are crowned with cast-iron towers, over which pass the main suspension chains that emerge from the cliff, into which they are canned fifty-four feet, and are there fastened to a mass of iron, three tons in weight, firmly embedded in masonry. The south ends of the chains pass down a casing of wood to the rock, into which and the massive piles of the extreme platform they are bolted and keyed.
Just one year after the completion of the Pier, namely, on the 23rd November, 1824, the structure underwent a severe trial, but it nobly stood a storm which devastated the southern coast of England, some portion of the wooden platform and the ornamental iron-work alone receiving slight damage. Two dolphins, however, to the west of the Pier in an angular position, consisting of small clusters of piles, over the crown of which to the Pier-head large chains were stretched to fend-off any vessels that might be driven in by a south-west gale, were completely washed away. The havock to property along the sea-front of the town was tremendous.
On the 15th of October, 1833, the structure received some injury from lightning, and on the 22nd of November following a dreadful gale of wind, after causing the platform to writhe like the action of a serpent, heaved-up the chains, twisting the pendant rods into fantastical shapes, discharging the wooden roadway into the raging surf, and wrenching one of the towers from its perpendicular. The inhabitants, looking upon the injury done as a calamity to the town, immediately set a subscription on foot, and in a very short time, £1,200 was raised to effect the restoration of the edifice, which was further secured by a chain cable beneath the platforms, attached to each clump of piles, to check all future oscillation and heaving.