Pleasure Piers of Great Britain: v. 1 (Heritage Trail Explores)

THE HERITAGE TRAIL explores ..... Pleasure Piers of Great Britain Volume One Written by Linda Lee Photographs by Laurie Jonas

www.theheritagetrail.co.uk The home of Britain’s heritage on the web

published by HERITAGE TRAIL PUBLICATIONS LTD England

Copyright © 2004 Heritage Trail Publications Ltd Linda Lee & Laurie Jonas All rights reserved Trademarks: Multimap is a trademark of Multi Media Mapping Limited

Other titles in series Castles of Great Britain Vol I Manor Houses of Great Britain Vol I Abbeys & Priories of Great Britain Vol I Notable Houses of Great Britain Maritime Heritage of Great Britain Stately Homes of Great Britain Vol I Industrial Sites of Great Britain Castles of Great Britain Vol II

ISBN 1-904877-06-0

Cover illustration The late 1920s shore end pavilion at Penarth Pier, South Wales

Table of Contents Introduction Saltburn Pier Cleethorpes Pier Skegness Pier Cromer Pier Britannia Pier Wellington Pier Lowestoft Claremont Pier Southwold Pier Felixstowe Pier Walton-on-the-Naze Pier Clacton Pier Southend Pier Herne Bay Pier Deal Pier Hastings Pier Eastbourne Pier Brighton (Palace) Pier Brighton West Pier Worthing Pier Bognor Pier South Parade Pier Clarence Pier Ryde Pier Sandown Pier Totland Pier Yarmouth Pier Hythe Pier Southampton Royal Pier

5 7 10 13 16 19 22 25 28 31 34 37 40 44 47 50 53 56 59 62 65 68 71 74 77 80 83 86 89

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Introduction or varied reasons, people have been drawn to the coast throughout history and the British seaside still holds a special magnetism. The unmistakable sea-front architecture, rows of gaily painted beach huts, seafood stalls, Punch and Judy, donkey rides along a sandy beach, and the smell of fresh wet seaweed, are among the indelible memories from a past era. But perhaps the most appealing image is that of the quintessentially British pier. Each structure was designed to be as individual as the character of the particular resort in which it was located.

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few of the great piers will be remembered for purely functional reasons, their simple structures used as landing stages for the regular steamboat traffic that called at the once fashionable coastal resorts, off-loading hundreds of visitors during the summer months. Others were built as respectable arenas for promenading, these structures tending to have ornate ironwork adorning their length to emphasise the social status of the pier. Leisure and health became important pursuits of the increasingly wealthy members of High Victorian society, and it was simply the ‘done’ thing to be seen promenading on the pier, taking in the benefits of the sea air. When several of the Victorian promenade decks were later transformed into the loosely termed ‘pleasure piers’ incorporating pavilions and theatres, they ranked among the best of venues offering high standards of diverse cultural entertainment.

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t the beginning of the twentieth century there were approximately 100 seaside piers gracing our coastline, but the number of structures surviving today has dwindled to just 54. Few piers have escaped fire damage at some time during their life, and many others have been partially destroyed by storm or shipping incidents. A large number simply never recovered from ‘sectioning’ during World War II, and were subsequently lost through the non availability of sufficient funds to effect the

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necessary repairs. Impacting even further on the viability of the traditional pier was the introduction of the cheap ‘package holiday’ abroad, which inevitably resulted in fewer visitors to British resorts. Taking these factors into account, combined with the escalating costs of maintaining these old structures, the pier became an unwitting victim of the dwindling interest in seaside towns. ver the last decade, some improvements have been seen. As local councils become more attuned to redevelopment and regeneration projects, a resurgence of interest in our ‘lost’ seaside heritage has emerged. Recent schemes, such as millennium funding and the Heritage Lottery Fund, have assisted with the restoration of a few piers making them, once again, an important focal point of the resort. But those piers remaining in private ownership are the least likely to receive financial support, relying entirely on local fundraising efforts to maintain their historical structures. This has resulted in the condition of surviving piers varying enormously from ‘all but derelict’ to ‘splendidly restored’. Notwithstanding the individual state of repair, they all somehow manage to retain a glimpse of the nostalgia for which they were first admired. Incredible engineering skills were employed by nineteenth century entrepreneurs to create the original frameworks, and a panache for embellishing a good deal of them with ornamental buildings have left us with a legacy that is unique to Britain.

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his volume includes the surviving piers on the east coast of Britain, from Yorkshire travelling southwards, and around the south coast (including the Isle of Wight) as far as Southampton. Volume Two will cover the remaining piers along the south-west coast, up the west coast via Wales, travelling northwards to Lancashire.

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Saltburn Pier

s the most northerly surviving British pier and the last remaining in Yorkshire, the history of Saltburn Pier tells a remarkable tale of a man-made structure defying the elements. Built in an exposed position, facing due north into the unforgiving North Sea, the pier was commissioned by the Saltburn Pier Company in 1867. Designed by Mr J Anderson, the construction was completed two years later, and the pier was officially opened in May 1869.

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uilt to a length of 1,400ft (424m) the Saltburn Pier consisted of iron trestles under a wooden deck. There was a steamer landing stage at the head and two circular kiosks, used as office accommodation at the entrance. The pier’s earliest encounters with

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the wrath of nature came in 1874 and 1875, when the landing stage and part of the pier itself were lost in violent storms. Despite the pier being reopened to the public in 1877, the once proud owners were looking to sell Saltburn by 1880. nder new ownership the pier enjoyed a revival in fortunes. It was restored to a length of 1,250ft (379m), and wind-shields, a bandstand, and refreshment rooms were added to improve the facilities. The company also arranged for the repair of the Cliff Lift, allowing visitors much easier access to the pier. Further storm damage occurred at the pier head in 1900, and in May 1924 the ‘Ovenbeg’ collided with the west side of the structure ripping out a considerable amount of the deck. As the bandstand was rendered inaccessible, a theatre was built at the shoreward end in 1925, but it took a further five years before the collision damage was finally repaired.

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n 1938 Saltburn Pier was purchased by the local council, but during 1940 it was sectioned for fear of German invasion - as were other east coast piers. Shortly after the cessation of hostilities, the pier was rebuilt at a cost of £20,000, the repair work taking several years to complete. Eventually, in April 1952, Saltburn Pier was reopened to the public. The following year a severe gale badly twisted the whole structure necessitating further repairs estimated at £23,000. Taking another five years to complete, the pier had no sooner opened again when two piles were lost at the seaward end, costing some £6,000 to replace. Worse was to follow in 1961, when twenty more piles were badly twisted in another exceptional storm.

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he 1970s proved to be no kinder in the pier’s turbulent history. On three separate occasions within the first four years of that decade piles were lost at the seaward end, leaving the pier in a dangerous state. And even as emergency plans were being drawn up to save the pier, a severe gale on 29th October 1974 washed away the pier head and left the remainder of the neck in a critically

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weakened state. These incidents had tested the patience of the local council for long enough, and in 1975 they submitted an application to the Department of the Environment to have the pier demolished. gainst the odds Saltburn Pier survived, when a public enquiry concluded that only the last thirteen trestles needed to be removed and the remaining structure could be restored. On 29th June 1978 the shortened pier was reopened, followed by a new restaurant in the entrance building in 1979. Early in the 1990s further restoration work was carried out, including the replacement of the entrance building’s roof using Welsh slate to maintain its original appearance. With the new millenium, the Grade II Listed pier underwent a major restoration programme to return it to its former glory. Work included stablilising the foundations, replacing the decaying steel beams with hardwood, and re-laying over five miles of decking. Officially reopened to the public on 13th July 2001, Saltburn Pier continues to add character and nostalgia to the little Victorian resort.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : NZ 666217 Lower Promenade Saltburn East Yorkshire TS12 2QX

Tel : +44 (0)1642 444000 Owned by Redcar & Cleveland Borough Council Web site: www.redcar-cleveland.gov.uk Find exact location using Multimap

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Cleethorpes Pier

ommissioned by the Cleethorpes Promenade Pier Company, and largely financed by the Manchester Sheffield and Lincolnshire Railway, Cleethorpes Pier opened during the August Bank Holiday of 1873. Built by the prestigious firm of Head Wrightson, the pier was constructed of iron piles under a timber deck. Due to the considerable tidal movement along this stretch of coast, the length of the pier extended to some 1,200ft (366m). The Railway Company (later known as LNER) took a lease on the pier in 1884 at an annual rate of £450, but eventually purchased it 20 years later. By merging interests in this way, the railway company could ensure that the pier was easily accessible to visitors and, on arrival, could provide the day trippers and holiday-makers with some traditional seaside entertainment.

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n 1888 a seaward end pavilion was built, but this was destroyed in 1903 when a serious blaze broke out. Two years later, on the former site of the pavilion, a cafe and shops were erected. Midway along the pier neck, to the right of the main deck, a new pavilion was constructed. The new building originally lacked any form of

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heating, and was largely confined to summer use only, the entertainment including concerts and popular dances throughout the week. or some while the pavilion was also home to the Cleethorpes Musical Festival, an event that was highly thought of in musical circles at the time. When heating was installed in 1923, this ensured that a full programme of entertainment could be scheduled throughout the year. As part of the 1905 redevelopment, an elevated link had been constructed to join the ‘Pier Gardens’ to the deck, but this was removed in the late 1930s. In 1936 ownership passed to Cleethorpes Borough Council.

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ectioned during the Second World War for fear of invasion, Cleethorpes Pier, in common with so many others, never recovered in its original form. The breached section was left unrepaired after the war, and the isolated seaward end was finally demolished, resulting in the loss of more than two-thirds of its length. Some of the salvaged material was later used in the construction of a new stand at Leicester City’s football stadium at Filbert Street.

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odernisation of the pavilion was carried out in 1968 at a cost of some £50,000, the new facilities comprising a 600-seater concert hall with a new cafe and bar. Ownership passed to Funworld Limited in 1981, who had envisaged trying to recapture the appeal of the traditional ‘end of pier’ summer shows. Following poor attendance figures during their first season, the company rather prematurely decided to close the pier in 1983. The future of Cleethorpes Pier was held in the balance until the summer of 1985, when Mark Mayer purchased it to provide a modern nightclub. Costing £300,000, the early twentieth century pavilion was completely transformed into a stylish venue named ‘Pier 39’. From the day it opened on 4th September 1985, it became a premier nightspot for all kinds of music and artists.

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ince 1989 Cleethorpes Pier has been in the ownership of Whitegate Leisure plc. They also spent a substantial amount of money on further refurbishment of the pavilion, but continue to operate ‘Pier 39’ as one of the most successful entertainment venues in the area.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TA 318090 North Parade Cleethorpes Humberside DN35 8SF

Tel : +44 (0)1472 699703

Owned by Whitegate Leisure plc Web site: n/a Find exact location using Multimap

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Skegness Pier

t was the Earl of Scarborough who became the leading light in the development of Skegness as a traditional seaside resort during the 1870s, and it remains a firm favourite of today’s ‘trippers’. Having already brought the railway to Skegness, he embarked on plans for a pier. This proved to be a masterstroke for the town’s tourist industry. Skegness, unlike the majority of coastal towns, was geographically better suited to receiving visitors by sea than by rail, and a new pier could not fail to be anything other than an instant success.

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he Skegness Pier Company was set up, and immediately advertised a competition for the design of a pier, with a prize of £50 being offered for the winning entry. Forty-four submissions were received in total, but the winners were engineers, Clarke & Pickwell. Work on the construction commenced in 1880, and by 4th June the following year the 1,802ft (546m) pier was declared open. Built from cast iron with a Jarrah-wood deck, the new pier was the epitome of Victorian architecture. Approached through a rather unusual Gothic archway, almost ecclesiastical in form, and

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flanked by two similar Gothic kiosks, the pier opened out into a 25ft (7.5m) wide promenade. Along the uncluttered stretch of deck were ornate shelters, and gas lamps positioned at regular intervals in small bays extending beyond the width of the main deck area. Completing the scene were several flagpoles, which would be gaily adorned on bank holidays and other notable occasions. At the Tshaped pier head there was a 700-seater Saloon, and refreshment rooms. teamer trips from the pier started in 1882, proving so successful that a group of local businessmen decided to set up the Skegness Steamboat Company the following year. The primary role of the new company was quite simply to charter available boats for the summer season. Immensely popular were the day excursions across The Wash to Hunstanton, the passage taking between two and three hours. This allowed plenty of time for passengers to explore the grounds of the Prince of Wales’ new estate at nearby Sandringham, before returning to Skegness by early evening. Also included in the excursion itinerary was a trip to explore the Lynwell Lightship, while the crew were taking delivery of fresh supplies and mail. The popularity of these excursions soon required the pier head to be extended with the addition of extra landing stages.

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kegness Pier provided a variety of entertainments, including lectures, concerts and dances held in the Saloon, and regular diving displays from the pier head. Two very popular divers, Professors Capes and Connell, were thrilling the crowds throughout much of the 1880s and 90s. In 1898 the Saloon was extended, and new refreshment rooms were built. The first major incident at Skegness Pier was in March 1919, when the Schooner ‘Europa’ breached the neck after a collision. Temporary repairs were effected by August of that year, but subsequently remained in place until 1939. At this time the repairs were finally completed as part of the major restoration project that was being carried out to redevelop the two kiosks either side of the Gothic archway.

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t the outbreak of World War II Skegness Pier was sectioned as a precaution against a German invasion, and it was reopened in 1948 after costly repairs. Subsequently, a canopy was erected at the shoreward end, this being completed in 1949, and the pre-war Saloon was entirely rebuilt. In 1971 the Gothic archway and the 1939 remodelled entrance buildings were replaced when the shoreward end was rebuilt to provide shops, cafes and amusements under one roof.

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evere seas washed away two complete sections of the pier neck in the great storm on 11th January 1978, leaving the pier head and theatre isolated at sea. Over the next few years, various plans to restore the structure failed due to lack of financial backing, and the decision to demolish the seaward end was taken in 1985. Dismantling of the theatre commenced in the October, but a fire completely destroyed the building while work was in progress. During the 1990s attention remained focussed on the shoreward end of Skegness Pier, providing an array of ‘high tech’ amusements and facilities, now such a familiar sight at Britain’s popular seaside resorts.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TF 572634 Grand Parade Skegness Lincolnshire PE25 2UE

Tel : +44 (0)1754 767376

Owned by UK Piers Ltd Web site: www.skegnesspier.co.uk Find exact location using Multimap

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Cromer Pier

he charming Victorian seaside resort of Cromer boasts one of the first piers to have been constructed in the twentieth century. Previously, this little Norfolk town famed for its crabs had seen two wooden jetties acting as rather poor substitutes for a pier. The first jetty, 210ft (64m) in length, was built in 1822 but destroyed in a storm just 21 years later. This was subsequently replaced with a similar structure, 240ft (73m) in length, which became a very fashionable venue for an evening promenade, under the strict supervision of the ‘keeper’. It was his job to ensure that no improper persons frequented the pier, and that good order was maintained at all times. For instance, smoking was not permitted on the jetty until 9.00pm, by which time most of the ladies had retired from their promenade.

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n 1897 the jetty’s fate was sealed when a coal boat collided with the structure, causing sufficient damage to make repairs unrealistic. After dismantling the remains, the timber was sold off at auction for a mere £40. The current pier at Cromer is consequently the third structure to have graced the resort’s

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shoreline. Under the 1899 Foreshore Protection Act, it became the Commissioners’ responsibility to erect a new pier. Designed by Douglass and Arnott, construction work on the new iron and steel pier commenced in 1900 under a contract with Alfred Thorne. Costing some £17,000, the structure comprised a short wide deck, glass screened shelters, and a bandstand at the seaward end. It was opened by Lord Claud Hamilton, Chairman of the Great Eastern Railway, on 8th June 1901. Within four years the bandstand had been removed to allow for the building of a pavilion, and in 1908 the floor of the new pavilion was covered in Maple to facilitate roller-skating. By the end of 1923 Cromer Pier had been extended to an overall length of 500ft (151m) with the construction of a new lifeboat station. hen the pier was sectioned during the Second World War as a precaution against German invasion, the statutory ‘gap’ in the neck had to be covered with temporary planking to allow access to the lifeboat station. Severe storms along this exposed stretch of Britain’s coastline have drastically impacted the pier’s history over the last half century. Extensive structural damage was suffered on occasions during the 1940s, 1950s, and 1970s, and in 1990 an amusement arcade was completely destroyed by gales. The last incident occurred in 1993, when a 100 ton rig collided with the structure, severing it at the neck, and rendering the lifeboat station and theatre isolated. Although a decision was taken not to replace the amusement arcade, the local council did agree to repair all damage sustained to the structure, and the pier survives today in a very good state of preservation. In 1997 the old lifeboat shed was removed from Cromer Pier, and taken down the coast to Lowestoft, where it has since been restored to its former 1920s glory. The pier now boasts a new lifeboat station, but more than eight decades of RNLI history associated with the old building have survived.

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t the beginning of 2004, work commenced on extending the pavilion theatre, with extra seating, a new bar and a foyer. Now

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enjoying a new partnership between the North Norfolk District Council and Openwide International, Cromer is one of only a handful of piers that still offer the traditional seaside pleasures, very much as it would have done in its heyday. Summer season shows, fishing from the pier head, or simply a gentle stroll along its length without the intrusion of modern amusements, are all part of the nostalgic experience not readily found in other coastal resorts.

Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TG 219424 Esplanade Cromer North Norfolk NR27 9HE

Tel : +44 (0)1263 516003 Managed by Openwide International and North Norfolk District Council Web site: www.thecromerpier.com Find exact location using Multimap

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Britannia Pier

s the second of Great Yarmouth’s piers to be constructed, the Britannia Pier was located towards the northern end of the resort. The original wooden structure, designed by A W Morant, was a simple affair measuring some 700ft (212m) in length and approached through ornate wrought iron gates hung between two rather bland oblong buildings. Opened on 13th July 1858 by George Allen of Lowestoft, the cost of the pier had amounted to £3,158 11s 6d.

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he Britannia Pier was damaged and subsequently reduced in length by 50ft (15m) just one year later when the schooner, “James & Jessie”, collided with it, and in 1868 a storm inflicted further damage to the structure. Throughout the Victorian era there were few leisure activities offered by Britannia Pier. Occasionally during the summer season there would be evening band performances, and in 1874 open air concert parties commenced. By 1880 the building used to host the concerts was finally roofed over, affording some protection from the elements to both players and audience.

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ith the approach of the twentieth century, this east coast resort was enjoying great prosperity and the decision was made to build a new pier. As the old pier was demolished, it was replaced with a wood and steel structure designed by the well-known firm of Mayoh & Haley. Work commenced on 13th December 1900 and the 810ft (245m) pier deck was opened for public use in 1901. The official opening took place on the 21st June 1902 when the 2,000 seater grand pavilion had been completed at the pier head.

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ire dominated the turbulent history of the new pier, causing much destruction and reconstruction of the main buildings over more than half a century. On 22nd December 1909 the grand pavilion became the first victim, being destroyed in a blaze only seven years after it was opened. A second pavilion was soon erected, opening in 1910, but this was also destroyed in a fire on 17th April 1914. Local gossip of the day maintained that this was an act of arson by Suffragettes who had been refused permission to hold a meeting in the pier’s pavilion. Just three months later a third pavilion had been built, opening its doors to the public for the first time on 27th July 1914.

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n May 1928 the fabulous Floral Hall Ballroom was opened, but the building survived for just four short years, it also falling victim to the ravages of fire on 3rd August 1932. The following year a new ballroom had been completed, and reopened for business. With the onset of war, the south and east coast piers were sectioned in 1940, and Britannia Pier was no exception. Once hostilities had ceased, the pier was repaired and reopened in 1947. Ironically, both the ballroom and the pavilion survived the war years but were subsequently destroyed in yet another blaze on 20th April 1954. The ballroom was never replaced, but a fourth pavilion was opened on 27th June 1958 and, amazingly, this still survives today.

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riginally owned by First Leisure plc but sold to Family Amusements Ltd in 1995, the Britannia Pier offers all the

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normal plethora of family amusements that you would expect to find at one of the country’s most popular seaside towns. These include two amusement arcades, a restaurant, several bars, a funfair and the popular theatre now run by Qdos Entertainment.

Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TG 531077 Marine Parade Great Yarmouth Norfolk NR30 2EH

Tel : +44 (0)1493 842914

Managed by Family Amusements Ltd Web site: n/a Find exact location using Multimap

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Wellington Pier

n eminent local businessman, and two-times Mayor of Great Yarmouth, Charles John Palmer had lobbied the town’s residents for several years before the Great Yarmouth Wellington Pier Company was formed in 1852. The sole aim of the company was to build a pier, firstly as a tribute to the recently deceased Iron Duke, and secondly to provide an additional attraction for the seaside town. Charles Palmer put forward a strong argument for a new pier on the basis that the town had already remembered Admiral Nelson, and should now honour the Duke of Wellington in a similar manner. Judging by the length of time that it took to reach an agreement, the townsfolk were not necessarily of the same opinion.

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esigned by P Ashcroft, the Wellington Pier was eventually opened on 31st October 1853. This 700ft (212m) wooden structure had cost £6,776 to build, and boasted ornamental railings and a 100ft (30.3m) long promenading platform at the pier head. During its first year of operation, the pier made an encouraging £581 on ticket sales. However, the Great Yarmouth Wellington Pier

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Company’s profits were drastically affected when a competitor, in the form of a second pier just a short distance away, was constructed five years later. With their finances already stretched, and the ongoing maintenance and running costs of the Wellington Pier, the Company never recovered. As a consequence, few facilities were ever built on the Wellington Pier and, by the turn of the century, there was only a small flattened pavilion at the seaward end. Variety concerts were often held in the pavilion, which was noted for its square portholes. s visitor numbers grew substantially, and better facilities were desperately required to cater for their needs, the Great Yarmouth Corporation purchased the Wellington Pier in 1899 for £1,250. By 13th July 1903 a brand new pavilion had been opened, and the pier gardens, together with a bandstand, had been created on the southern side. Many notable military bands played at Great Yarmouth until it became unfashionable, and then the area was transformed into an outdoor ice-skating rink. Another noteworthy piece of municipal enterprise was the purchase of a Winter Garden from a failed project in Torquay. For a sum of £2,400 this structure was incorporated into the pier complex, slightly to the north of the pier.

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uring the first half of the twentieth century the Wellington Pier provided a real diversity of entertainment. Concerts and variety shows, firework displays, speedboat trips, whist drives, roller-skating, boxing, indoor bowls, miniature golf, dancing and children’s races to name but a few. The pavilion at Wellington Pier was affectionately known as the ‘cow shed’ by the artistes who used it, due to its tarred and rustic roof and the glass-topped partition walls. Dressing room windows were conveniently located facing the sea, and fishing lines would be thrown out at the beginning of a show to be hauled in again at the interval.

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n the early 1970s an extensive programme of renovation was carried out at the seaward end of the pier, costing some £30,000. This work included the replacement of timber piles, steelwork and decking, but by 1986 the local council’s commercial management team had recommended demolition of the Wellington Pier. As the pier was no longer a financially viable concern, they felt they could not justify the cost of further redevelopment. Public protests caused the council to reconsider their plans and, in 1996, is was leased to the entertainer, Jim Davidson. However, after six years of ‘emptying his wallet’, Mr Davidson relinquished his lease on the pier.

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eft in a sorry state of dereliction, Wellington Pier was offered the chance of revival when Family Amusements took over the lease. During 2002 the Victorian Winter Gardens were given a costly refurbishment, and in the Autumn of 2003 the first phase of the pier’s redevelopment commenced. Having been boarded up in readiness for some partial demolition work, the area was reopened the following Spring. Although the theatre remains closed, the pier is once again providing the type of family entertainment that it has always been noted for. Of course, this does not guarantee a long term future for Wellington Pier, and there is still a great deal of uncertainty as to whether the theatre will ever open its doors again.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TG 531067 Marine Parade Great Yarmouth Norfolk NR30 3JF

Tel : +44 (0)1493 842914

Leased by Family Amusements Ltd Web site: n/a Find exact location using Multimap

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Lowestoft Claremont Pier

lthough steamships had lost a percentage of their revenue due to the advent of the railways, sailing excursions and pleasure trips still represented a lucrative market. As the landing stage at a pier head offered easy mooring facilities for the vessels, and the pier itself could provide numerous entertainments for visitors, it was an obvious way forward for the two interests to be united within one operating company. The Coast Development Company formed in 1898 did exactly that, building Southwold, Felixstowe, and Lowestoft Claremont Piers in the early years of the twentieth century. Operating the famous Belle steamers from London Bridge, the company organised trips that called at Southend, Clacton and Walton, then at each of their three new piers, before arriving at the final destination, Great Yarmouth. Lowestoft had become a day tripper’s resort, and was placed even more firmly on the map with the completion of the Lowestoft to Great Yarmouth railway, making the resort as easily accessible by land.

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esigned by D Fox, the wooden pier was built midway along the esplanade, being completed in 1903. Originally 600ft (181.8m)

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in length and 36ft (10.9m) wide, Lowestoft Claremont Pier boasted a promenade that was said to “equal the best in many resorts”. In 1912 the T-shaped pier head was extended and redeveloped to facilitate a new pavilion, and the original wooden piles were renewed using greenheart timber. This extension now gave the pier an overall length of 760ft (230.3m). he first steamer to call at Lowestoft’s pier in May 1903 was the Walton Belle. One of the great assets of the Claremont Pier was that the entire 360ft (109m) section of the pier head was in deep water, allowing a ship’s master to carry out the mooring of his steamer safely, whatever the tide or weather conditions. With the outbreak of the Second World War in 1939, steamer services ceased, and an Army demolition team were assigned to section the pier for fear of invasion. As soon as the threat had passed, the resulting gap in the pier structure was joined with a Bailey bridge, and the pier became an Army training centre until 1948.

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ubsequently left abandoned and derelict, the pier was taken over by the actor George Studd when the local council declined to purchase it. Repairs were undertaken, and a new concrete platform and pavilion were completed by 1950. In 1962 a storm washed away the T-shaped head and a portion of the pier neck, reducing it’s overall length to 720ft (218m). A major restoration project was announced during the 1980s that facilitated the reopening of the pier neck. Although the shoreward buildings were renovated at that time, the seaward end was left untouched and has remained closed ever since. Today, the shoreward end facilities include all the usual diversity of modern leisure activities, including electronic amusements, a take-away food counter, a restaurant, a function room, and a nightclub. A considerable area, immediately in front of and leading up to the pier, was refurbished at the beginning of the twenty-first century and does much to enhance the appearance of Lowestoft Claremont Pier.

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lthough the Suffolk coastal town of Lowestoft has long been regarded as a large industrial and fishing port, the resort to the south has been thoughtfully renovated. Wide expanses of clean, sandy beach, and the nostalgic charm of the esplanade will pleasantly surprise even the most sceptical of visitors to this most easterly resort in Britain.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TM 545919 Cliffe Road Lowestoft Suffolk NR33 0BS

Tel : +44 (0)1502 573533

Owned by The Scott Family Web site: n/a Find exact location using Multimap

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Southwold Pier

he Coast Development Company, who operated the Belle steamer fleet between London Bridge and Great Yarmouth, built Southwold Pier as the first in their programme of three piers along the east coast. Construction was authorised by The Southwold Pier Order of 1899, and a design from W Jeffrey was accepted. Opening in the summer of 1900, the wooden pier extended to a length of 810ft (245m), and had a T-shaped landing stage at the head. A wooden pavilion with refreshment rooms was later erected at the shoreward end. Despite offering these basic facilities, Southwold Pier was conceived primarily as a functional structure, allowing passengers, especially from the lucrative London market, to disembark en route to Great Yarmouth. Consequently, the Coast Development Company could offer more varied excursions to its customers but, more importantly, the steamer traffic boosted the local economy of the smaller resorts.

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hen the company was succeeded by Coast Development Corporation Ltd, the Amusement Equipment Company took control of Southwold Pier. Belle Steamers continued to operate

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their London to Great Yarmouth service until the early 1930s, but the T-shaped landing stage at the head was swept away in a violent storm in 1934 and was never replaced. In 1936 the timber buildings at the shoreward end were replaced with the two-storey pavilion that survives today. This building has performed many roles over the years, even being used as a public house during the 1960s. n common with the majority of piers along the east and south coasts of England, Southwold Pier was sectioned in 1940 for fear of invasion. Further adding to its misery, the pier was then struck by a drifting sea mine that resulted in the destruction of another section. Although the pier was subsequently repaired at a cost of some £30,000 in 1948, its much weakened state meant that it was always going to be vulnerable to the elements. Inevitably, storms during October 1955 and February 1979 isolated the seaward end, and again reduced the pier’s length to less than 150ft (45m).

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hen the Iredale family purchased Southwold Pier in 1987, their immediate priority was to restore the pavilion’s first floor theatre and function rooms, and to reopen the cafeteria. When the pier had to be closed in 1998, declared unsafe for public use, it could have signalled the beginning of the end for yet another pier. Amazingly, the reaction to this setback was a determined fundraising campaign, and in 1999 the owners were ready to give the pier a complete ‘makeover’. Effectively rebuilding the pier, and erecting four new buildings took nearly three years to complete, but at the official opening ceremony on 3rd July 2001, only three of the buildings had been finished. Following a successful effort to raise additional funds, it was decided to extend the pier and re-introduce the ‘T-end’. By February 2002 Southwold Pier ran to a length of 623ft (189m), and had a purpose-built landing stage at the head to facilitate the safe mooring of visiting vessels.

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ow returned to some of its early twentieth century functionality, Southwold Pier has featured regularly in the

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programme of excursions operated by two of the country’s historic ships. On many occasions throughout the season, the MV Balmoral and the PS Waverley pull alongside the pier, before continuing their journey to London, Southend or Great Yarmouth. Moreover, the pier now comprises plenty of refreshment venues, family amusements, and function rooms, providing all-round entertainment. This has been a marvellous achievement by the family, and they deserve to reap the benefits of a venture that has returned a bit of Britain’s seaside heritage to the nation.

Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TM 512767 North Parade Southwold Suffolk IP18 6BN

Tel : +44 (0)1502 722105 Owned by The Iredale Family Web site: www.southwoldpier.demon.co.uk Find exact location using Multimap

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Felixstowe Pier

s the last of the trio of piers built by the Coast Development Company, Felixstowe Pier was originally the longest in East Anglia. Designed primarily to facilitate the berthing of steamers, the pier followed a relatively simple design. Constructed by Rogers Brothers, it extended to a length of 2,640ft (800m), but was nothing more grand than a promenade deck, with railings along the entire length, and a T- shaped landing stage at the head. Interestingly, the trend for using iron to build these structures was reversed at the turn of the century, and Felixstowe became one of the new piers constructed in timber. Developments in ship-building, using foreign timbers like Jarrah and Greenheart that were found to be less vulnerable to worm attack, had been the main influence in returning to wooden structures. The use of timber was also attractive in financial terms, being far more cost-effective than iron. With the opening of Felixstowe Pier in August 1905, it became one of the last traditional piers to be completed.

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o carry passengers and baggage the half mile or so to meet the steamers, a 3.5ft (1.06m) gauge electric tramway ran the entire

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length of the pier. This service, costing the princely sum of one old penny, operated until the outbreak of the Second World War. The Belle steamers, formerly based in London, now had the opportunity to extend their operations with all three east coast piers affording them several excursion options en route to Great Yarmouth. In 1922 both the pier and the electric tramway were acquired by East Coast Piers Limited, following the Coast Development Corporation’s enforced liquidation some seven years earlier. hen the pier was first built, there was little in the way of shoreward end entertainment, although a large pavilion was erected. Over the years various outdoor amusements were installed and, in more recent times, an amusement arcade dominated the shoreward end. Perhaps faring slightly worse than other piers, Felixstowe never really recovered from World War II. With the usual sectioning of the pier, to prevent the possibility of a German invasion, the suspension of the tram services, and the subsequent demolition of the seaward end, it was something of a sorry sight come the 1950s.

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ittle else changed for Felixstowe Pier during the twentieth century. In the mid-1990s plans were drawn up to completely rebuild the pier, and to develop the shoreward end. This project was given an estimated cost of £2.5m at the time, and would have included essential repairs and additional attractions such as a tenpin bowling alley, roller-skating rink, cafeteria, bar, and shops. Furthermore, there were plans for new kiosks to be erected along the pier length, and a new landing stage to be built at the head facilitating the arrival of excursions once again. Unfortunately, this proposal never materialised and it now seems unlikely that plans to save the pier will prove successful. The charitable trust formed in 1999 specifically for that purpose wound up its operations at the beginning of 2004, and a new leisure complex has subsequently been built immediately opposite the pier entrance.

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ince Felixstowe Pier has been handed back to its owners, the future looks inevitably grim. During the early part of 2004, Pier Amusements Limited applied to the local council for a demolition order on the basis that any redevelopment of the pier was deemed financially non viable.

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OS Grid Reference : TM 300341

Closed to the public

Undercliff Road West Felixstowe Suffolk IP11 8DQ

Tel : +44 (0)1394 284680

Owned by Pier Amusements Ltd Web site: n/a Find exact location using Multimap

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Walton-on-the-Naze Pier

ituated on Britain’s east coast, Walton-on-the-Naze was considered as one of the ‘pioneer’ piers, having a structure in place as early as 1830. Although the original pier was little more than a simple wooden jetty, extending to a length of just 150ft (45m), it was adequate for the purpose of landing goods and passengers. Designed by John Penrice, and financed by a group of Colchester shareholders, it took Joseph Salmon just six weeks to construct. As it became a popular destination for the larger steam vessels operating between Great Yarmouth and London, Walton Pier was first extended by 50ft (15m) in 1839, and then by a further 130ft (39m) in 1848. But even at a total length of 330ft (100m) the pier could only accommodate the steamers at high tide.

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y 1870 a second pier had been constructed. This rival structure of some 530ft (160m) was instigated by Peter Bruff, a civil engineer who had brought the railway to Walton-on-the-Naze in 1867. Having built a hotel along the sea front, he formed the Walton Pier Company and subsequently contracted J Cochrane & Son to build the new pier opposite. Meanwhile, the owner of the

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hotel that overlooked the original pier had also set up a company called ‘The Walton-on-the-Naze Old Pier Company Limited’. With funds raised by the shareholders, the earlier wooden jetty was extended to a length of 800ft (244m). Now the pier head was situated in deep water even at low tide, steamer traffic could call at the resort on a regular basis. Unfortunately, severe storms during the winter of 1881 badly damaged the structure and, with no money for repairs, the pier was eventually demolished. ruff’s fortunes had shown a similar downward trend by 1897, and he subsequently sold his pier to the Waton-on-the-Naze Hotel and Pier Company. The following year they also were declared bankrupt, and the pier was acquired by the Coast Development Company. They immediately extended its length to a staggering 2,610ft (793m), and built a new pier head providing three berths for steamers. Development of the pier was completed with a large new pavilion, and the installation of an electric tramway. It was important to be able to transport passengers and their luggage the great distance to and from the shore end to the ships, especially in inclement weather. This single-track tramway survived until 1935, at which time it was replaced by a rather unusual battery-powered carriage. This carriage, and the seaward end pavilion, were both destroyed during a fire in 1942.

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fter the war, Walton Pier was rebuilt, and a diesel locomotive operated along the pier’s length until 1978. A new theatre was also built, but this was converted into a ten-pin bowling alley in the 1960s. Some time later, dodgem cars were added to the many attractions, and a giant Ferris Wheel was erected on the pier. Storms and gales battered the east coast during the winter of 1978 causing considerable damage to the piers situated along it. At Walton a 108ft (33m) section of the pier neck collapsed into the sea and, despite repairs being undertaken almost immediately, it did signal the end of the railway operations.

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oday, the pier is still owned by the New Walton Pier Company who purchased it in 1937, and it continues to provide a range of modern amusements and facilities, under cover of a building not dissimilar to that of an aircraft-hanger. While the shoreward end remains a firm favourite with children, delighted by Pirate Pete’s Adventure Land, the pier head is a popular and peaceful venue for anglers. Walton-on-the-Naze Pier may not be for the traditionalist seeking the elegance and charm of a Victorian classic, but its uncluttered deck is perfect for ‘promenading’, and it does retain considerable entertainment appeal for the British tripper. At the end of the day, that is exactly the purpose for which it was originally intended.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TM 254215 The Parade Walton-on-the-Naze Essex CO14 8ES

Tel : +44 (0)1255 672288 Owned by The New Walton Pier Company Ltd Web site: www.waltonpier.co.uk Find exact location using Multimap

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Clacton Pier

ver the decades Clacton, more than any other British pier, has changed its image in keeping with the entertainment trends of its paying customers. This has resulted in it remaining a commercially viable success, and probably one of the few piers that has fulfilled the aims and hopes of owners and builders throughout its long history. Today, Clacton Pier can claim to offer almost every conceivable amusement known for the pleasure of children and adults alike, and is probably best described as a ‘fairground over the sea’. But this was not always the case, and Clacton sprang from the quite humble beginnings experienced by many of its counterparts.

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he pier was essentially the brainchild of one man, Peter Schuyler Bruff, Engineer and Manager of the Eastern Union Railway. Despite intense local opposition, Bruff could envisage the tourist potential of this sleepy fishing village. With easy access from London by boat, and later by rail also, Clacton would make a perfect holiday resort. Under his personal supervision a wooden pier of some 480ft (145m) was constructed, opening to the public

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on 18th July 1871. Primarily a landing pier for goods and passengers, it soon became a popular venue for promenading as the totally uninterrupted deck was not even broken by an entrance building. ith the arrival of the railway branch line in 1882, and the increase in steamer traffic, Clacton was becoming one of the most popular resorts with day-tripping Londoners. Such were the demands to land steamers at Clacton that, by 1890, the pier’s operating company took the decision to extend its length, and to provide some entertainment facilities. In 1893 the overall length of the pier had increased to 1,180ft (360m), and a polygonal pier head had been constructed using Pitch Pine. Complementing the new structure was an impressive regency style polygonal pavilion at the seaward end, as well as a concert hall, refreshment rooms, and a waiting room.

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n 1898 the original operating company went into liquidation and the pier was sold on to the Coast Development Company. Little changed on Clacton Pier during the next quarter of a century, but when Ernest Kingsman purchased it in 1922 he set about transforming it into the kind of leisure and entertainment centre that it is still noted for. Redevelopment of the pier took more than ten years to complete, and cost Kingsman £200,000 to provide the new facilities. There was the construction of the Blue Lagoon Dance Hall and the Lifeboat house in the first phase, followed by the Ocean Theatre in 1928, the widening of the pier deck in 1931, and the building of the Crystal Casino and swimming pool a year later. The inevitable sectioning of the pier neck took place in 1940 for defence purposes and, at the same time, the Crystal Casino and the children’s theatre were demolished. Although the pier neck was repaired after the war, the demolished buildings were never replaced.

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torms have consistently provided an element of drama in the history of many piers, and Clacton Pier has certainly not escaped the ravages of the east coast. In 1978 exceptionally high seas, fanned by very strong winds, caused nearly £100,000 worth of damage. A year later, just as repairs were being completed from the previous storm, Clacton Pier again took the full fury of the sea. On this occasion both the Lifeboat house and the Dolphinarium suffered extensive damage, resulting in the hasty removal of a killer whale, a dolphin, several sea lions and some penguins. The freak hurricane of 1987 also caused a few problems for the pier.

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aving had several post-war owners, including the New Walton Pier Company, Anglo-Austrian Automatics and most recently E & M Harrison Ltd, the modern Clacton Pier is definitely not one for the purist. Continual upgrading of the amusements, and regular refurbishments, do mean that this pier unashamedly provides what the public demands - brash, colourful, and noisy entertainments. Bruff may have been the first person to exploit Clacton’s potential growth as a seaside resort, but perhaps even he might be surprised at the current level of entertainment offered to draw the paying public to his old pier.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TM 177145 Marine Parade West Clacton-on-Sea Essex CO15 1QX

Tel : +44 (0)1255 421115

Owned by E & M Harrison Ltd Web site: www.clactonpier.co.uk Find exact location using Multimap

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Southend Pier

n the early nineteenth century there was an increasing need for a pier somewhere along the 150 mile stretch of Essex coast. Alderman William Heygate, a former Lord Mayor of London and resident of Southend, championed this cause. A Parliamentary Act of 1829 finally permitted the building of the first pier at Southend, and the 600ft (182m) wooden structure opened in June 1830. Rendered unusable at low tide, it soon became obvious that an extension was required and, by 1833, Southend Pier had almost tripled in length.

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ut work did not stop there. Twelve years later Southend Pier had become the longest pier in Europe, stretching for more than a mile. Funding for this work resulted in serious financial problems

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for the owners, and they were eventually forced to sell the pier for £17,000 in 1846. Several changes of ownership took place throughout the following three decades until, in 1875, the Southend Local Board purchased the pier for £10,000. ife was about to change for the local community of this small and peaceful Essex resort. The advent of the railway suddenly made Southend more easily accessible to the boisterous folk of East London and, as they arrived in increasing numbers, it soon adopted the affectionate nickname of ‘Whitechapel by the Sea’. Although the pier’s facilities were improved, there was always much public discussion regarding its long-term future, and in 1885 the decision was taken to replace the old timber structure with a new iron pier.

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esigned by James Brunlees, work commenced on the new Southend Pier in 1887. Within four years the work had been completed at a cost of some £80,000, including the installation of a new electric railway. Various extensions and improvements over the next 30 years ensured that the pier kept pace with visitor requirements. These included an extension to the pier head in 1897, increasing the pier’s overall length to 1.25 miles - a world record for a pier. On 25th July 1908 an upper deck to the pier head was opened, and the eastern ‘Prince George Steamer Extension’ was added in 1929.

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hroughout the Second World War Southend Pier was taken over by the Admiralty and renamed ‘HMS Leigh’. Now the primary function of the pier was to serve as a convoy assembly point, and in the ensuing six years of conflict some 3,367 convoys, representing 84,297 vessels, sailed out of Southend. With the end of the hostilities Southend Pier was released from its military role so that it could once again be enjoyed by day-trippers. This period was its real heyday, and during the 1949-50 season it was reported that some 4,713,082 passengers were carried by the electric train, plus an additional one million visitors came through the turnstiles. Of

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course, this trend could not continue and the ‘package holiday’ was a big factor in the inevitable decline of British holidaymakers. By 1970 visitors to Southend Pier numbered less than one million, and the entertainments were franchised to a catering and leisure firm. For a while this arrangement seemed to work well, with £250,000 being spent on the provision of a new restaurant, amusement arcade, pub, cocktail bar and nightclub. However, in the mid1970s there was a real threat of demolition as a result of rising costs and decreasing revenue. outhend has certainly been no stranger to mishap and misfortune, and its ‘diary of disasters’ has been heavily influenced by fire. In 1959 a fire destroyed the shoreward end pavilion trapping 500 trippers along the pier length, who were subsequently rescued by boat. A bowling alley replaced the pavilion two years later, but this was also destroyed by fire in 1995. Probably the worst chapter in Southend Pier’s long history unfolded in July 1976. A serious fire completely gutted the extensive pier head, and people stranded on the pier at the time were evacuated along the railway, and by boat. Whilst firemen tackled the blaze from the structure, fire-fighting tugs assisted from the sea, and a crop-spraying light aircraft supplied extra coverage from above. This episode effectively put paid to the council’s 15 year restoration plan for the pier.

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escued by the efforts of a local action group, rebuilding of the pier began in November 1984, and a new pier railway was opened by Princess Anne just two years later. Further problems were encountered in 1986 when a vessel collided with the pier, temporarily sectioning the structure near the head. A museum was constructed at the shoreward end in 1989, close to the railway station. When fire destroyed the bowling alley in 1995, considerable damage was sustained to the railway, forcing it’s closure for three weeks. With the start of the new millenium, the future of Southend Pier looked much brighter. Substantial funding

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was made available, allowing for a new Lifeboat Station to be constructed at the pier head, the installation of water and wastepumping facilities to service shipping, and the remaining fire damaged section at the pier head to be repaired. Work was completed by the end of 2003, all the decking, stairways, guardrails and lamp columns having been replaced, and the toilets and shelters refurbished. robably the most eye-catching enhancement of the twenty-first century Southend Pier has been the metal and glass entrance building. This contemporary structure has replaced the original arched entrance and the old road bridge giving the pier a completely new look and feel. As for a bit of trivia, a recent accurate measuring of the pier revealed that it is currently 1.34 miles (2,145m) in length - the same length as that recorded in 1929.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TQ 884851 Western Esplanade Southend-on-Sea Essex SS1 1EE

Tel : +44 (0)1702 215620 Owned by Southend-on-Sea Borough Council Web site: www.southendpier.com Find exact location using Multimap

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Herne Bay Pier

he original pier at Herne Bay was not only one of the earliest piers to be built, but it was also the longest of its time. Thomas Telford, the renowned nineteenth century engineer, approved the design of the first wooden pier, and it was officially opened in 1832. It was an incredible 3,633ft (1,101m) in length, with a T-shaped head, and had cost a staggering £50,000 to complete. Constructed initially to form part of a route for continental passengers travelling between London and Dover, the enormous length of the pier was required due to the very shallow shoreline. As alighting passengers could not be expected to transport their luggage such a distance to the shoreward end, a sail-powered trolleyway was built along the deck, making its debut run on 13th June 1833.

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nly seven years after construction, Herne Bay Pier had succumbed to the devastating effects of Teredo worm. Extensive repairs were required, including the replacement of the outer piles with timber protected by ‘scupper’ nails, and the replacement of the inner piles with cast iron duplicates. Steamer services from London ceased in 1862 and, by the end of the decade,

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the pier was in a serious state of decay. In 1870, less than 40 years after its completion, Herne Bay Pier was demolished and its useful remains sold for scrap. here were mixed feelings as to whether a replacement pier should be built, but eventually the Herne Bay Promenade Pier Company financed a very modest structure at a cost of £2,000. Designed by Wilkinson & Smith, the new pier was erected purely with promenading in mind, and extended to a length of just 320ft (97m). Opening on 27th August 1873, this rather bland structure was improved in 1884 with the addition of a theatre built at the shoreward end, and a few shops at the entrance. In 1892 visits by shallow draught steamers were introduced as an experiement to gauge their popularity in the town. Having proved successful, it was decided that a third, deep-water, pier capable of handling regular steamers should be built. Work commenced in 1896, the existing pier structure being incorporated into the new design, and the third Herne Bay Pier opened in 1899.

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erne Bay Pier, at 3,787ft (1,147m), was now the second longest in the country, being eclipsed only by the pier at Southend. Once again the problem of moving baggage from the pier head to the shoreward end had to be overcome, but the solution proved relatively easy. It was decided to retain the railway originally constructed for use by the contractors building the pier, and convert this to provide a suitable method of transport. Following a brief period of success, mismangement of pier operations soon forced the owners into liquidation. Subsequently Head Wrightson, the builders, became the new owners but in 1909 the local council ultimately acquired the pier. The following year a new grand pavilion was built at the shoreward end.

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teamer services were temporarily suspended during the Great War, and the old tramcars on the pier were utilised as shelters. After the conflict, steamers began calling at Herne Bay Pier again,

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and the tramcars were brought back into use until they were eventually replaced by electric cars. In 1928 a fire destroyed the theatre that had been retained from the second Herne Bay Pier. At the outbreak of World War II in 1939 the pier was sectioned from fear of German invasion, and this effectively saw the end of the tram service. lthough the pier reopened after the war, storm damage suffered in 1953 was to have serious repercussions. When a survey carried out in 1968 revealed that some of the supports were in a critical condition, Herne Bay Pier had to be closed to the public on safety grounds. The Grand Pavilion at the shoreward end remained open until 1970, when it was destroyed by fire, but this was replaced by a sports and leisure centre in 1976. Local anglers were among those campaigning for the pier neck to be restored, but a severe storm on 11th January 1978 ended all speculation when a substantial section of the pier neck collapsed, leaving the head isolated at sea. Since that time numerous proposals have been discussed for the redevelopment of the pier but nothing has so far emerged.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TR 173683 Central Parade Herne Bay Kent CT6 5JN

Tel : +44 (0)1227 366921

Owned by Canterbury City Council Web site: www.hernebaypier.co.uk Find exact location using Multimap

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Deal Pier

he present pier at Deal is the third structure to have been built in this coastal town, and is the only new pier in Britain to have been constructed after the Second World War. It is also one of only two surviving piers in Kent, the other being Herne Bay. However, Deal Pier still exists to a substantial length whereas the structure at Herne Bay can only boast a shoreward end.

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s early as 1838 the first pier, designed by J Rennie, was built but financial difficulties suffered by the construction company resulted in the work being halted. Nevertheless, the 250ft (76m) section of Deal Pier that had been completed was opened to enable steamers to call. During the next twenty years the pier’s condition gradually deteriorated from storm damage, and attacks by sandworm. In 1857 the pier was unceremoniously deposited on the town’s beach following a severe storm.

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acked by local support, proposals were made to build a new pier. These plans proceeded when the Deal and Walmer Pier Company was incorporated in 1861. Eugenius Birch was

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responsible for the design of the second pier and, with work commencing in Spring 1863, the first cast iron pile was driven into the sea bed. This pier was 1,100ft (333m) long, comprising a decked promenade with seating along it’s entire length, and a threetier deck and steamer landing stage at the head. A tramway was installed to convey luggage to the pier head, and two ornate tollhouses were erected at the shoreward end . Although the new Deal Pier was formally opened by the Mayor in July 1864, the ‘official’ opening ceremony was not performed until November of that year when the work had finally been completed. Various additions were made before the end of the nineteenth century, including a reading room at the pier entrance, and salt baths and a pavilion on the pier head. hipping damage over the years caused many problems for Deal Pier, although repairs were undertaken. On 19th January 1873 it was struck by the ‘Merle’, and on 26th January 1884 by the ‘Alliance’. But it was the Dutch vessel ‘Nora’, already crippled by a mine and subsequently beached to the south of the pier, that was ultimately responsible for the demise of Deal Pier. Rising tides lifted the ship clear of the beach, and proceeded to smash her repeatedly into the pier’s superstructure. As the structure weakened, the inevitable outcome was that a substantial section of the pier neck collapsed. Winston Churchill then gave the Army permission to demolish the remains of Deal Pier, leaving only the shoreward end tollbooths intact.

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ocal pressure was once again responsible for the building of a third pier in 1954. After the surviving tollbooths were removed, construction work began on the reinforced concrete structure. Designed by Sir W Halcrow & Partners, the new pier took three years to complete and was formally opened by the Duke of Edinburgh on 19th November 1957. Although not comparable to its ornate predecessors, the modern Deal Pier does possess a certain simple charm. It is both traditional and functional, with seating

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running along the entire length of some 1,026ft (311m), and a threedecked landing stage at the pier head. Interestingly, the lower tier at the pierhead is permanently submerged by the sea - was this intended or was this a ‘mis-calculation’? ow owned by Dover Council, the pier is renowned among anglers for at least two reasons. Firstly, the fishing is great but, perhaps just as important, the English breakfast served in the pier head cafe is second to none.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TR 378527 Beach Street Deal Kent

Tel : +44 (0)1304 363815

Owned by Dover District Council Web site: www.dealpier.com Find exact location using Multimap

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Hastings Pier

aking a full ten years from concept to completion, Hastings was the last of the Sussex resorts to have a pier. Although the scheme was first mentioned in 1861, it was a further five years before a group of London businessmen set up the Hastings Pier Company, and a year later when the plan was sanctioned by Parliament. It was never a popular idea with the local residents, and raising funds to begin the construction work was difficult, but it did eventually start in December 1869. The total cost at completion amounted to some £23,250. Coinciding with the country’s first ever Bank Holiday Monday, the official opening of Hastings Pier took place on 5th August 1872, the ceremony being performed by the Earl of Granville, Lord Warden of the Cinque Ports.

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esigned by the famous engineer Eugenius Birch (the man responsible for 14 piers throughout the UK), the original pier was open and empty, except for a row of seats down the centre and tollhouses at the shoreward end. A fine oriental style pavilion, capable of seating 2000 people, was the only structure on the deck and this was located at the seaward end. The pier ran to a length of

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910ft (275m), but varied in width from 45ft (13.6m) to 190ft (57.5m). On the approach to the pavilion, a flight of steps either side of the building led down to the landing stages, each 200ft (60.6m) long by 8ft (2.4m) wide. In 1885 a further landing stage was built at a cost of £2,000. uring the early part of the twentieth century, many small buildings were erected on Hastings Pier to house various leisure facilities. A shooting gallery and slot machines were installed in 1910-11, then a rifle range and bowling alley were added the following year. In 1913 a bandstand and shelters were added but, shortly afterwards, the shoreward end of the pier, known as the ‘parade extension’, was sold to the local council who subsequently erected a new bandstand, an arcade, shops, and tearooms. On 15th July 1917 the pavilion was destroyed by fire, eventually being replaced by a much less elaborate structure in 1922. This was often referred to in less than flattering terms by the townsfolk as the ‘aircraft hanger’. A shoreward end pavilion was built in 1926 embellished by an art deco façade in the 1930s. During this period Hastings Pier provided much entertainment. There was dancing every night, daytime concerts, stunt diving, and speedboat trips out to the harbour and back. A searchlight was even fitted to the pier to provide adequate light for the youngsters who dared to go midnight swimming.

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torm damage resulted in major repairs being undertaken at the seaward end of the pier in 1938, and then it was sectioned during the Second World War for fear of German invasion. This effectively cut off the main pier structure from the shore promenade. Despite suffering some bomb damage, Hastings Pier was reopened in 1946. During the 1950s two solariums were built, and in 1966 the council constructed the ‘Tridome’ on the parade extension to celebrate the 900th anniversary of the Battle of Hastings. The parade extension and Tridome were returned to the ownership of the Hastings Pier Company two years later, and in

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1969 the Tridome was converted to an amusement arcade. With the era of the ‘swinging 60s’, and even into the 1970s, many famous rock and pop artists played at Hastings Pier, including The Rolling Stones, The Who, The Hollies, Tom Jones, Pink Floyd, and Gary Glitter. But the good times came to an end. With a general decline in the fortunes of the pier, plus a repair bill of £100,000 to be found following severe storm damage in 1983, it was becoming increasingly difficult to balance the books. When it was rejected for millennium funding in 1996, Hastings Pier was put up for sale for £3.5m, and was closed to the public. or three years it stood neglected, the storms and high tides having a devastating impact on the general appearance of the pier. When a new owner was found, it took a further two years for costly renovation works to be completed. Re-opening to the public in May 2001, its future looked encouragingly secure and, with another change of ownership, even more improvements and refurbishment of the facilities have been undertaken. Whether the appeal is an afternoon Tea Dance, or a session in the Tanning Studio, Hastings Pier looks set to keep pace with the twenty-first century.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TQ 811091 White Rock Hastings East Sussex TN34 1LA

Tel : +44 (0)1424 437292

Owned by Ravenclaw Investments Web site: n/a Find exact location using Multimap

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Eastbourne Pier

he first pile for Eastbourne Pier was driven into the seabed on 18th April 1866. Designed by Eugenius Birch, the piles that supported the superstructure sat upon specially made cups, similar to those used on furniture to protect carpets from deep furrowing, and these rested on the rock bed. This ingenious arrangement allowed the pier structure to ‘move’ in bad weather. Employing two six-pound cannons, to test whether the superstructure could withstand such a force, proved almost insignificant compared with the adverse weather conditions experienced on this stretch of coastline over the last 128 years. The relatively unscathed Eastbourne Pier is testimony in itself to the substantial core of the original construction. Four years later it was officially opened by Lord Edward Cavendish on 13th June 1870, but it was a further two years before the pier was fully opened to the public.

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t 1,000ft (303m) long, Eastbourne Pier was built primarily as a promenade, conforming to the popular trend of that era. Six small kiosks along its length, and a pair of octagonal tollbooths at the entrance, were the only adornments in the early years. The

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shoreward end was washed away in a violent storm on New Years Day 1877 but was subsequently rebuilt at a much higher level. A domed 400-seater pavilion costing £250 was constructed at the seaward end of the pier in 1888, but this was later removed in one piece and transported to Lewes where it was used as a cow shed for many years! A 1,000-seater theatre, a bar, a camera obscura and an office suite eventually replaced the old pavilion at the end of the century, and two games saloons were added midway along the pier at the same time. ither side of the Great War saw the shoreward end of the pier remodelled, with a new entrance building being erected in 1912 and a 900-seater pavilion (affectionately known as the ‘blue room’) added in 1922. This was initially perceived as a grand music pavilion, later used as a ballroom, and eventually transformed to accommodate the popular pursuit of fun seekers - a modern amusement arcade. During the Second World War the wooden decking was removed and machine gun platforms were installed in the theatre to provide a useful vantage point from where to repel any attempted enemy landings. Returning to peacetime, the entrance buildings were replaced in 1951 by a kidney-shaped, flat roofed construction.

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hen Trusthouse Forte Leisure took over the pier in 1969, they were almost immediately faced with a disaster. The theatre was subjected to an arson attack and was completely destroyed in January 1970. Consequently, a substantial investment was made to provide a fabulous new nightspot. Another £250,000 was spent on the pier in 1985 providing it with a grand new arcade, and in 1991 a new entrance building was constructed at a cost of £0.5m. Five years later, an extensive refurbishment programme successfully recreated the original splendour that Eastbourne Pier had been renowned for, and offered the additional bonus of illuminations. This was the first time in 124 years that the pier had been lit at night, highlighting the sheer magnificence of this structure.

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astbourne Pier remains one of the most charming and ‘English’ of all the existing piers. Despite numerous refurbishments and modernisation, the attractions have been incorporated in a sympathetic manner allowing the Edwardian elegance to be retained. Leisure Parcs Limited took on ownership in 1998, and continue to provide entertainment for all the family from dawn till dusk. The games saloons of 1900 now house gift and souvenir shops, and the old ‘blue room’ has become the Funtasia Family Entertainment Centre. Dancing can be found at the Bar Copa and the Atlantis nightclub, with food and drink provided by the Waterfront bar and ‘The Chippy on the Pier’. In 2003 the Camera Obscura, located in the dome above the Atlantis, was reopened to the public. The restoration of this Victorian projector, allowing 360 degree panoramic views of the seafront and the English Channel, has provided Eastbourne Pier with a unique visitor attraction.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TV 618989 Grand Parade Eastbourne East Sussex BN21 3EL

Tel : +44 (0)1323 410466

Owned by Leisure Parcs Limited Web site: www.eastbournepier.com Find exact location using Multimap

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Brighton (Palace) Pier

hen the famous chain pier at Brighton began to show signs of decay, the Marine Palace and Pier Company purchased it in 1889 for £15,000, with the intention of constructing a brand new pier. Captain Samuel Brown had commenced his chain pier in 1822 and it was described as a ‘splendid work of art and science’. Remaining popular with residents and tourists alike for many decades, when the chain pier was declared ‘unsafe’ and closed to the public, it must have been like removing part of Brighton itself. Meanwhile, plans for a new pier to be built were given Government approval, subject to demolition of the chain pier as soon as the new pier was completed. The elements, however, decided otherwise and in a tremendous storm of December 1896 the chain pier was completely washed away.

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ork had already begun on the new Palace Pier in 1891, but it was slow to progress as a result of financial problems. The subsequent destruction of the old chain pier further impacted work on the new pier when much of the solid wooden debris continually battered the screw piles of the new construction. Conceived purely

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as an amusement and pleasure emporium, the Palace Pier designed by R St George Moore had been moreorless completed by 1899. Shortly after midday on Saturday 20th May, a procession of local dignitaries, including the Mayor and Mayoress, were lead by the bandsmen of the Brighton Rifles to the end of the unfinished structure. At the conclusion of the formal ceremony, the party returned to the pier entrance allowing the Mayor and Mayoress to enter the pier for a second time, but this time paying the statutory twopence toll. righton Palace Pier ran to a length of 1,760ft (533.3m), and boasted a wider than usual deck. It was adorned with filigree arches for electrical illuminations, but only a couple of kiosks had been erected at the time of the official opening. Two years later it was fully opened, having taken an unprecedented ten years to complete - the longest construction time for any British pier. Costing some £137,000, the entire structure covered an area of 2.5 acres and had used 85 miles of planking and decking. Now a grand pavilion with minaret corner towers had appeared at the seaward end, this containing a concert hall, dining room, smoking room and reading room. Provision had been made for bathers at the pier head, and a landing stage for pleasure craft completed the scene. An electric tramway ran up the centre of the pier and, in 1910, a further splendid pavilion was added at the shoreward end together with a winter garden. The new Palace Pier had everything the discerning tripper could wish for. A contemporary report at the time stated that the pier was “unequalled by any similar undertaking in the United Kingdom”. Such splendour, admirably complemented by the beautiful Victorian West Pier, and further enhanced by the Regency architecture of the town, gave the resort an enviable appearance that no other could match.

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he pier was extended in 1938, but sectioned as a war precaution two years later. After World War II the pier was reopened, and it continued to prosper with little work needing to be carried out,

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other than routine maintenance, for several years. In 1973 it was decided to demolish the unused landing stage at the pier head, but this task was severely hampered by a gale. A 70 tonne barge being used by the demolition company was wrenched from its moorings during the storm, and the heavy seas caused the barge to smash repeatedly against the pier substructure. Consequently, the orientalstyle theatre suffered badly, with one side left precariously hanging over the sea, and the wrecked landing stage was eventually demolished in 1975. n 1984 The Palace Pier was purchased by the Noble Organisation, and this began a period of revitalisation. New ideas, new facilities, and more thrilling activities were introduced. Plans were also announced at that time to restore the damaged theatre, but it was dismantled in 1986 and has never returned. A large amusement and pleasure dome now occupies the old site, reinforcing the initial concept that the Palace be devoted to the recreation of its many visitors. Even a serious fire in February 2003, causing damage estimated at £1m, did not prevent the owners from opening the pier the day after. This was never one of the pleasure piers built for promenading, but there are glimpses of a graceful structure beneath the modern hurdy-gurdy. Love it or hate it, Brighton would not be the same without it.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TQ 314038 Madeira Drive Brighton East Sussex BN2 1TW

Tel : +44 (0)1273 609361

Owned by The Noble Organisation Web site: www.brightonpier.co.uk Find exact location using Multimap

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Brighton West Pier

ow derelict and sadly neglected, Brighton West Pier remained a magnificent looking structure until early in the twenty-first century. Epitomising the gilded era of Edwardian Britain, construction of the pier began in 1863. This was one of Eugenius Birch’s finest pier structures, literally rising up out of the sea on iron columns. Completed within three years, the West Pier was opened on 5th October 1866, having cost £30,000. It was 1,115ft (337.8m) long and, at completion, consisted merely of a wooden promenade deck where the Victorian middle classes could stroll at their leisure - to see, and be seen. A central bandstand was added in 1875, and eight years later a pavilion was built at the pier head, which was subsequently enlarged in 1885. The following year saw the construction of landing stages, allowing paddle steamers to pull alongside and let day-trippers explore the town. These additional facilities heralded the gradual transformation of Brighton West from a ‘promenade pier’ to a pleasure pier.

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oon after the turn of the century the landing stage was enlarged, and in 1903 the pavilion was converted to provide a 1000-seater

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theatre. When the central bandstand was removed in 1916, the immediate decking area was widened by 14ft (4.2m) and a 1400 seater concert hall was constructed on the site. Plenty of diverse activities were on offer, both inside and out. Plays, pantomimes, and ballet were staged in the theatre, and the pier’s own band played regularly in the concert hall. Swimming, diving, and paddle steamer excursions were among the outdoor pursuits based around the pier head. In its heyday the pier was playing host to over 2,000,000 people every year. orced to close, and sectioned during the Second World War, the appearance of the West Pier had completely changed with its reopening in the late 1940s. The pavilion theatre no longer offered stage shows, instead a restaurant was created on the first floor with a game hall beneath. The concert hall became a café, and the normal plethora of dodgems and ghost trains sprawled across the open decking. Refinement and elegance had given way to the more familiar ‘funfair’ element. Over the next two decades, as the advent of the overseas package holiday began to impact the UK market, Brighton West Pier’s popularity started to decline. This fact, combined with increasing maintenance costs, instigated the closure of the seaward end in 1970. Permission for demolition of the pier was granted by the State, subject to local council approval, but a determined campaign by local residents ensured that this demolition order was never carried out. In 1975 the owners closed Brighton West Pier.

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urchased for a conditional £100 in 1985, the Brighton West Pier Trust began restoration work on the structure. Severe storms encountered in 1987 and 1988 further damaged the pier, and forced the work to stop in 1989. Lottery grants received in 1996 and 1998 appeared to provide a secure future for the West Pier, but endless legal wrangles and the bureaucracy of government intervention, has resulted in no further progress. On 29th December 2002 the inevitable eventually happened. During a violent storm, a section

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of the substructure collapsed from the area around the concert hall and caused considerable damage to the 1916 structure leaving its future hanging (literally) in the balance. In the first few weeks of 2003 the damage was compounded by two separate arson attacks. Consequently, the two unique pleasure buildings on the pier were left in a state of severe dilapidation. More legal disputes ensued, and the Heritage Lottery Fund decided to withdraw its support, despite a recommendation from English Heritage that the restoration should go ahead. It is almost impossible to imagine that this sad and tangled mass of decaying ironwork was once described as ‘a most ingenious use of cast-iron in an extravagantly decorative way so as to make it an outstanding example of marine architecture’. A surely tragic demise. ny future that Brighton West Pier may hold now hangs by a very slim thread. It seems that the only chance of survival depends upon English Heritage's alternative, and less costly, proposal to restore the pier back to its original 1860's appearance, without the theatre or the concert hall.

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OS Grid Reference : TQ 303041

Closed to the public

Kings Road Brighton East Sussex BN1 2FL

Tel : +44 (0)1273 321499

Owned by The West Pier Trust Web site: www.westpier.co.uk Find exact location using Multimap

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Worthing Pier

esigned by Sir Robert Rawlinson, and commissioned by the Worthing Pier Company, the first pile of Worthing Pier was driven 6ft (1.8m) into the chalk seabed on 4th July 1861. Opening just ten months later, in April 1862, the pier was a simple construction extending some 960ft (291m) in length, with a 15ft (4.6m) wide promenade deck, and a landing stage at the seaward end. Although popular with both locals and visitors from the beginning, there was little in the way of entertainment until 1874 when a 9-piece orchestra was engaged to play for three hours a day if weather conditions permitted. Some years later, a German band from the Rhine was contracted to play daily, and conditions improved for the audience and band alike with the construction of two shelters.

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n 1888 substantial improvements were made at a cost of £12,000. The pier neck was increased from 15ft (4.6m) to 30ft (9.2m), the head was increased to 105ft (32m) to facilitate the construction of a 650-seater pavilion, and two new kiosks replaced the previous central tollgate. Viscount Hampden duly opened the revitalised

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Worthing Pier on 1st July 1889. By the end of the nineteenth century Worthing had become a very popular resort, and the pier was playing host to regular steamer services. This was not without problems though, as the shallow depth of water at low tide seriously hampered the schedules. An extension was proposed at one time but, following a report by engineers that doubling the length of the pier would only increase the depth by a further 6ft (1.8m), the idea was abandoned. s so often the case, weather conditions have played a key role in shaping the history of Worthing Pier, proving just how vulnerable these structures were. Disaster struck on Easter Monday in 1913. A hardy audience of about 30 had braved the gales, settling down to enjoy a programme of light music by the McWhirter Quintet in the pavilion. With the storm’s ever increasing ferocity, the audience and band members finally decided that enough was enough. Clutching their possessions, they hastily made their way to the relative safety of the promenade. A large group of onlookers had started to gather and, at around midnight, the inevitable occurred. In one swift moment the wooden neck of the pier collapsed violently into the sea and left the pavilion (later known as Easter Island) isolated. By 29th May the following the year the council had rebuilt the pier, and it was opened by the Lord Mayor of London.

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he Worthing Corporation purchased the pier in 1920 for £18,978. Extensive repairs and improvements were carried out and, in June 1926, a new shoreward end pavilion was opened. Seating over 1,000 people, the pavilion became the permanent home to Britain’s only full-time municipal orchestra. In September 1933 the final remnant of the 1888 Worthing Pier disappeared, when fire swept away the seaward end pavilion. Hundreds of trippers, many still in their bathing costumes, helped fire crews rip up the timber decking to prevent the blaze spreading along the pier neck. At a cost of £18,000, a typical art deco pavilion replaced the lost nineteenth century building two years later, and in 1937 a

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central amusement pavilion was opened midway along the neck of the pier, and protective wind-shields were erected down the length. orthing Pier was sectioned in 1940 for fear of German invasion after the retreat at Dunkirk. The shoreward end pavilion was adapted as a recreation centre for troops, providing concert parties and cinema shows. A grand firework display signalled the reopening of the pier pavilion in June 1946, but a shortage of materials resulted in the rest of the pier remaining closed until April 1949. Refurbishment of the shoreward end pavilion was undertaken in March 1958, and the adjacent Denton Lounge was added in 1959. During the 1960s an information kiosk at the shoreward end caused some local controversy, its style considered to be out of keeping with the other buildings.

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ajor restoration work was required on the substructure, causing the shoreward end buildings to be temporarily closed between 1979 and 1982. The pier is still owned by the Worthing Corporation, and several new ideas for its future viability are in the pipeline. Meanwhile, the fishing and ‘clubbing’ activities continue to attract the public.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : TQ 150023 Marine Parade Worthing West Sussex BN11 3PX

Tel : +44 (0)1903 221371

Owned by The Worthing Corporation Web site: www.worthing.gov.uk Find exact location using Multimap

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Bognor Pier

uilt by the Bognor Promenade Company, this pier took some 18 months to complete, opening to the public on 4th May 1865. Unlike the majority of piers, the Bognor Regis promenade pier was a private undertaking, constructed with the help of local labour at a cost of £5,000. In 1876 it was purchased by the local council for the sum of £1200, and they added a small bandstand at that time. No further development took place for 25 years, when a pavilion was built at the seaward end. This was opened on 9th July 1900 and, in the following year, a landing stage was added to allow paddle steamer traffic to berth at the head. After just five years of operation this had become redundant, as the larger more modern vessels found the docking facility inadequate. Due to rising maintenance costs, the Council made a decision to sell the pier in 1908, and it was subsequently bought by the Bognor Pier Company for a conditional amount of ten shillings (50p).

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ajor restoration of the pier was undertaken, and the pavilion reopened on 7th April 1909 just in time for the Easter Bank Holiday. During 1911-12 the shoreward end was extended to a

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width of 80ft (24.2m), providing space for a new arcade development containing 12 shops, a cinema, a roof garden restaurant, and a 1,400-seater theatre. Diving displays had become very popular at seaside resorts in the 1930s, and Bognor Regis saw its fair share with displays given twice daily throughout the season, weather permitting. In 1936 a new 109ft (33m) three-tier landing stage was built, the highest level used for steamers and the two lower tiers for motorboats and speedboats. During the Second World War the Bognor Regis Pier was renamed HMS Patricia and was used as a Royal Navy observation station. he Bognor Pier Company ceased trading in 1945, and the pier was leased to H Buxton of the Gaiety Theatre (Manchester). No serious damage had been suffered by the pier until the 1960s when, during the severe storms of 1964-65, the seaward end structure eventually collapsed and the pavilion was lost. In the following year, the British American Novelty Pier Company became the new owners, causing their own kind of storm in 1969 with newspaper headlines proclaiming “Bognor Pier to be scuttled”. Thankfully, this never happened, but the pier was forced to close once again in December 1974 after two fires in as many months.

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local family, the Harrisons, purchased the pier in 1976 and on 27th April 1989 English Heritage gave Bognor Pier a Grade II listing. Despite the owners’ efforts, the condition of the pier continued to decline and, by 1994, an application had been made to demolish the remaining seaward structure. Ownership changed again in 1996 when John Ayres and his father bought the pier, and subsequently set up their own company, Bognor Pier Leisure Limited. The company immediately took steps to submit an application for Heritage Lottery funding to the tune of £2m - the estimated cost of restoring the pier. A further application was made to the Millennium Fund but, unfortunately, their hopes were dashed when both bids were rejected. Determined to secure a future for the pier, the company are now trying to become registered as a charity

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in order that they can submit another application for Heritage Lottery monies. n the meantime, local events, amusements and the Club Vision nightclub help keep the pier in the public spotlight. One of the most successful sponsored events the pier has witnessed annually since 1978 is the rather bizarre ‘Birdman Rally’. The emphasis is on fun, and fund-raising, but prizes are awarded to the best entry in each of the three categories: fancy dress, Leonardo da Vinci, and serious flier. The aim is for competitors to sustain a flight from the pier neck for a distance of 100 metres. Aided by all manner of home-made devices, these crazy stunt men all hope to win the cash prize, as well as make lots of money for their chosen charities. Ron Freeman has won the event five years running, his attempt in 2003 taking him a distance of 82 metres.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : SZ 934988 The Esplanade Bognor Regis West Sussex PO21 1SY

Tel : +44 (0)1243 820531

Owned by Bognor Pier Leisure Ltd Web site: n/a Find exact location using Multimap

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South Parade Pier

f the two piers built in the popular seaside resort of Southsea, South Parade was initially the younger. It also remains the more traditional in style, since Southsea Clarence Pier was completely rebuilt in a rather unusual manner after the war. Designed by the Blackburn engineer, R Gale, Southsea South Parade Pier was intended for the use of passengers travelling to and from the Isle of Wight. The well-known firm of Head Wrightson were employed as the contractors, and work on the 1,950 ft (591m) structure commenced in 1875. Taking a further three years to complete, the pier was opened amid great ceremony in November 1879 by Prince Edward of Saxe-Weimar.

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nfortunately, the life of this privately owned pier was to be short-lived when, in 1904, a serious fire destroyed the structure and necessitated a total rebuild. Having been taken over by the Portsmouth Corporation, the new pier was much more a pleasure pier than a practical landing jetty. Designed by local entrepreneur G E Smith, the construction was quite innovative for the period with a deck laid in concrete, as opposed to the traditional use of

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timber. It remains one of the few British piers to be constructed in this manner. Completed in 1908 the new South Parade Pier was also considerably shorter, at only 600ft (183m). he new facilities offered by this pier included wind-screens on all sides to afford good protection from strong sea breezes, and a large pavilion near the shoreward end comprising of two substantially sized halls. One hall was utilised as a 1,200-seater theatre, and soon gained a notable reputation for the quality of its performers, while the other smaller hall performed a dual role - a café by day, and a dance venue in the evening. At the seaward end there was a small pavilion incorporating a bar and lounge. Facilities like these did not come cheap, and the final cost of this early twentieth century reconstruction amounted to £85,000. A very significant sum at the time.

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uring the next sixty years, the history of Southsea South Parade Pier remained surprisingly uneventful, even surviving the heavy bombing over Portsmouth throughout the Second World War. Fires in the 1960s and 1970s did, however, have an impact on the structure as it survives today. The first blaze in 1967 severely damaged the theatre, resulting in its eventual removal. The second, and more serious, fire occurred on 11th June 1974 during the filming of the rock-opera ‘Tommy’ . It was reported to have been started when the heat from a spotlight set alight some drapes, the fire quickly spreading out of control. Several hundred actors, staff and extras had to be evacuated promptly from the scene. Over 100 firemen fought the blaze, successfully preventing it from reaching the rest of the pier, but this was no mean task. Strong coastal winds, combined with the age and largely timber construction of the buildings on the pier, made it a real battle of wills.

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lthough much less grand than the original, the pavilion was rebuilt at a cost of £500,000. Now owned by Leisure Parcs Limited, South Parade Pier is an established venue for

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entertainment and private events, hosting live band concerts, cabaret evenings, and talent shows throughout the year. There is also a modern amusement arcade, a bowling alley, pool tables, and children’s rides. Less active interests are catered for along the deck area, with souvenir shops to browse, a pleasant cafe for refreshments, and the popular sport of sea-fishing to enjoy. Whether you love or loathe these traditional seaside ‘entertainment piers’, the revenue generated from this business certainly guarantees a secure future for the pier.

Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : SZ 652981 South Parade Southsea Hampshire PO4 0SW

Tel : +44 (0)2392 732283

Owned by Leisure Parcs Ltd Web site: n/a Find exact location using Multimap

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Clarence Pier

his was Southsea’s original pier, and is now in complete contrast to the resorts later pier built at South Parade. Most people visiting Clarence Pier would probably not even realise that the complex existing today is, in fact, a pier at all. Similarly, the history also highlights a tale of two very different appearances. On the one hand there was an elegant pavilion pier, typically Victorian in style, and opened very ceremoniously by a future king. On the other, a functional post-war amusement complex which replaced the earlier refinements with garish, bold contours that captured the ‘kiss me quick’ era.

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uilding commenced on Clarence Pier in 1860, opening to the public for the first time on 1st June 1861. From 1866 the Landports Southsea Tramway ran directly to the pier, being superseded by the Harbour Railway Station in 1873. When the operating company attempted to block access to the beach in 1874, between the pier and the nearby Esplanade Hotel, a local dispute ensued. A crowd of protesters, led by one Mr B Miller, succeeded in breaking down the offending barriers and burning them on the

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beach. The last development of the pier to be undertaken in the nineteenth century was the addition of the striking and stylish octagonal pavilion. This was officially opened by the Prince of Wales (later to become King Edward VII) in August 1882. Increased steamer traffic to the resort prompted The Pier Company to construct a concrete extension in 1905, and extensive refurbishment in 1932 provided a new café, sundeck, shops and a concourse hall. t was during World War II that Clarence Pier suffered its saddest hour and, at the same time, Britain lost one of its great Victorian legacies. Situated in such close proximity to the large ports of Southampton and Portsmouth, the resort of Southsea was always vulnerable to attack. On the night of 10th January 1941, during the heaviest air raid of the hostilities over Portsmouth, the pier was totally destroyed by German bombs. Nearly twelve years later, rebuilding of the pier commenced, the first pile of the new substructure being driven in 1953.

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nlike all other British piers, Clarence Pier is unique in that it runs along the beach rather than out to sea. This makes the whole structure much wider than it is long. By 1959 work was underway on the superstructure, featuring the 60ft (18m) steel tower that continues to dominate the site today. Messrs A E Cogswell & Sons, in association with local architects R Lewis Reynish, were responsible for the design of this superstructure, costing an estimated £250,000. Mouchel & Partners designed the deck and landing stage. Work was finally completed on the new pier, and it was ready for opening on 1st June 1961 - exactly one hundred years to the day after the original pier was opened.

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outhsea Clarence Pier is often billed as the largest amusement park on the south coast, boasting all manner of amusements, rides and activities that one would expect from a modern seaside complex. But even now time doesn’t stand still. New rides are

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planned for the increasing number of ‘thrill seekers’, arcade machines become more challenging with improved technology, and the youngsters are better catered for with ‘Pirate Pete’s parties’. Whatever age you are (or feel), Clarence Pier knows how to attract your attention. Appealing to the more nostalgic element, the current owners have even had the old one penny ‘laughing sailor’ machine preserved - a fond memory for many.

Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : SZ 635989 Clarence Esplanade Southsea Hampshire PO5 3AA

Tel : +44 (0)2392 820132

Owned by Fun Acres Amusement Park Web site: www.clarencepier.co.uk Find exact location using Multimap

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Ryde Pier

his pier on the Isle of Wight was the very first of the great pleasure piers to be built, its construction initiated by eminent local dignitaries who felt that the wealthy passenger should be able to disembark on the island with some decorum. Until the beginning of the nineteenth century, the unloading of people and supplies at Ryde had been rather primitive and unpredictable. Passengers would have been carried ashore on the back of a porter and then, dependant upon the tide, would have had to walk anything up to half a mile across wet sand before reaching the town. When the ‘upper classes’ began to take advantage of the fast and efficient steamer services visiting the growing coastal resorts around the country, it was deemed necessary to resolve this rather unsatisfactory method of disembarkation.

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o it was that the concept of the pleasure pier was born, providing a reliable berthing facility for the steamers which, in turn, encouraged growth and development of the resort. The foundation stone of Ryde Pier was laid on 29th June 1813, the completed pier opening a year later on 26th July 1814. Designed by

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John Kent of Southampton, the pier was originally constructed from timber to a length of 1,740ft (527m), being little more than a 12ft (3.6m) wide wooden jetty. Initially, the pier was able to handle only relatively small sailing boats but, with the size of passenger vessels increasing, the pier was extended. In 1824 Ryde Pier was lengthened by some 300ft (91m), and three years later the pier head was enlarged. A further extension in 1833 took the overall length to 2,250ft (681m). The pier head was extended on two subsequent occasions, in 1842, and in the late 1850’s. lmost overnight, the perilous embarkation and disembarkation of the seafaring public had become a thing of the past but Ryde Pier continued to develop. To facilitate the easier movement of both people and goods, a second ‘tramway’ pier was built immediately alongside the existing structure in 1864. Horses were used to pull the trams for many years, as various experiments using steam traction met with little success. The tramway was linked to the Island railway infrastructure in 1871, but onward transit of passengers at Ryde station was fraught with problems and the facility was eventually abandoned. Consequently, work began in 1877 on a third pier adjacent to the tramway pier. Opening on 12th July 1880, this provided a direct steam railway link to the pier-head. At the same time, the horse-drawn trams were finally replaced with electric traction.

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yde Pier, by now a substantial structure, comprised effectively of three separate piers - a promenade pier with intermittent shelters projecting seawards along its length; an electric tramway pier; and a steam railway pier. But expansion and redevelopment of what had become the gateway to the island had not finished yet. In 1895 a concert pavilion was constructed at the pier head and, over the next sixteen years, the original wooden piles were replaced in cast iron.

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n June 1924 the pier was purchased by the Southern Railway Company, who were responsible for rebuilding the pier head in concrete during the early 1930s. After the Second World War business continued as usual for the next two decades, the only real change being the conversion of the pavilion into a ballroom. However, a decline in fortune, suffered by many piers during the late 1960s, resulted in drastic changes for Ryde Pier. The tramway pier closed in 1969, and was partially dismantled leaving gaps between the railway and promenade piers. The poor condition of the substructure at the pier head resulted in the demolition of the pavilion in 1971. A five-year re-planking project was completed in December 1976, the same year in which the pier was awarded a Grade II listed building status, and during the next decade a modern waiting area replaced the original Victorian waiting rooms at the pier head.

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espite having lost the Victorian buildings, the promenade section of Ryde Pier still contains much fine wrought-iron work along its length, and it survives as a ‘working’ pier continuing to handle cross-Solent ferry passengers. Gaily coloured trains, cars making their way down to the ferry terminal, and constant pedestrian traffic, all demonstrate how crucial the pier has been for the islanders.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : SZ 594929 Esplanade Ryde Isle of Wight PO33 2HF

Tel : +44 (0)2392 255217

Owned by Wightlink plc Web site: www.wightlink.co.uk Find exact location using Multimap

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Sandown Pier

lthough plans to build a pier at Sandown on the Isle of Wight had been under discussion since the early 1860s, it was not until 1876 that construction work began. Under the direction of chief engineer, W Binne, the short structure took a further three years to complete due to financial difficulties. When it opened to the public in 1879, Sandown Pier was a mere 360ft (109m) long, but by 1887 there were already plans for further improvements. The Sandown Pier Extension Company, owned by local MP Richard Webster, purchased the pier at this time and subsequently extended the structure to a length of 875ft (265m). A regatta was held to officially mark the reopening of the pier on 17th September 1895 and, amid the small-town carnival atmosphere, the new pavilion and steamer landing stage were proudly displayed.

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uring the Great War, Richard Webster (Lord Alverstone) died and, with the cessation of hostilities in 1918, the pier was sold to Sandown Urban District Council for £2,500. The pier head pavilion was extended and the Sandown Prize Band, billed as one of the best in the country, became regular performers there. In 1933

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the pier was further extended with a new 1000-seater pavilion at the shoreward end. Lord Jellico, the Admiral of the Fleet, performed the opening ceremony to these new facilities on 23rd October 1934. During the same year, the original pavilion at the pier head was converted for use as a ballroom, and the PS Sandown arrived for the first time. This particular paddle steamer became a regular visitor to the pier until she joined the 10th Minesweeping Flotilla at the outbreak of the Second World War. In common with most other piers on the south and east coasts of Britain, Sandown Pier was sectioned in 1940 as a defence measure for fear of German invasion. Lack of proper maintenance following this action was to have a detrimental effect on the isolated seaward section, the landing stage deteriorating quite badly over time. fter the war the pier was repaired, and the popular resort enjoyed a revival of prosperity. In 1954 the landing stage was redeveloped by the construction of a concrete two-tier structure that could facilitate landings at any state of the tide. Furthermore, a direct ferry passenger service with Portsmouth was established. Sandown Pier also has a royal ‘claim to fame’. Whilst touring the Isle of Wight in 1965, the Queen and Prince Philip attended a ceremony in the pier pavilion before departing from the pier head in the Royal Barge. Major redevelopment of the entire pier structure was undertaken in 1968, with the pavilion at the seaward end being demolished, many of the iron piles of the original structure were replaced in concrete, and much of the decking was renewed. At the same time, the shoreward end of the pier was completely redeveloped. Lord Mountbatten was invited to perform the official reopening ceremony on 22nd July 1973.

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he pier was purchased by Sandown Pier Ltd in 1986, with the provision that the theatre be leased back to South Wight Council for a ten-year period. Following a refurbishment programme costing some £0.5m, the theatre was subsequently let to Isle of Wight (Theatres) Ltd. A fire in the theatre caused extensive

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damage in August 1989 but, at a cost of £2m, substantial repairs were carried out and the building was re-opened on 18th June the following year. Sadly, the theatre finally closed in the late 1990’s to make way for a bowling alley and a golf course. As one of the four remaining piers on the island, Sandown continues to attract many visitors. Modern amusements, refreshments, shops and kiosks offer a variety of diversions along the deck, while fishing and pleasure cruises are regularly undertaken from the pier head.

Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : SZ 598840 The Esplanade Sandown Isle of Wight PO36 8AT

Tel : +44 (0)1983 404122

Owned by Sandown Pier Leisure Ltd Web site: www.sandown-pier.com Find exact location using Multimap

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Totland Pier

n the western edge of the Isle of Wight is a similar landing stage pier to that of Yarmouth a little further up the coast. Totland Bay Pier is a simple construction, comprising a light girder framework on cast iron piles with a timber deck. As was the main purpose of many piers, Totland was built to encourage tourists to the area by providing a safe and convenient steamer landing stage. By the 1870’s regular steamer services were already running between Lymington and Yarmouth and, with the arrival of a new road in 1873 connecting towns along the north west coast of the island, the popularity of the bay increased.

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great opportunity was foreseen by The Totland Bay Hotel, the most exclusive hotel in the area at that time, and they commissioned the building of the pier in 1879. Designed by S H and S W Yockney, the 450ft (136m) long structure opened the following summer, the basic facilities comprising a small wooden shelter at the pier head, and a modest amusement pavilion at the shoreward end. Initially, Totland Bay Pier received only steamer traffic from Lymington and Yarmouth, but services were later

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extended to include excursions around the Island, and to mainland destinations such as Bournemouth, Southampton and Portsmouth. y the beginning of the twentieth century the Island was noticing the effects of quite severe coastal erosion, and the pier had to be extended in 1916 to keep pace with the position of the new shoreline. At the outbreak of the Great War, pleasure cruises ceased but the Lymington ferry service continued from the pier until 1918. There was a daily ferry service operating in the early 1920’s but this was eventually stopped in 1927. Pleasure cruises re-commenced after the war and continued until 1931, at which time the condition of the Totland pier made them untenable.

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ear of German invasion resulted in the common practice of sectioning in 1940, and Totland Bay did not escape this procedure. After World War II repairs were carried out, including the replacement of some of the decayed iron piles with timber, and reinforcement of the shoreward end in concrete. The pier head shelter was also reconstructed. At the reopening of the pier on 17th June 1951, the ‘Lorna Doone’ marked the occasion with her arrival, disembarking passengers at the pier head for the first time in nearly twenty years. When all works had been finally completed, the official reopening ceremony took place a year later in 1952, and regular visits by pleasure craft continued for several years. Services eventually ceased in 1969.

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hen the pier was sold for the sum of £10,000 in 1971, Trinity House utilised it as a base for pilot boats and operators. In 1975 the National Physical Laboratory installed data collection equipment to monitor wave and weather activity. Three years later the shoreward end amusement arcade was damaged by fire, and the pier was subsequently closed. For the next decade the pier was subjected to a succession of different owners, none of whom could provide the required funds to properly maintain the structure. Sufficient repair work was carried out in 1993 to enable the MV

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Balmoral to berth at the pier, but continued restoration work was hindered by vandalism. Currently in private ownership, the Totland Bay Pier has seen some recent improvements. In 1999 the ‘studio’ at the pier head was rebuilt, and the landing stage was reconstructed in 2000. Although no longer open to the general public, it seems that some kind of future may exist for Totland from the commercial enterprises initiated by the owner.

Access to the pier, and facilities, is by arrangement with the owner. Please ring for details.

OS Grid Reference : SZ 323872 Totland Bay Isle of Wight

Tel : +44 (0)1983 752336 Owned by Totland Bay Steam & Navigation Co Web site: www.thetotlandpier.com Find exact location using Multimap

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Yarmouth Pier

espite coming up against fierce opposition from the local boatmen, who had been ferrying passengers from offshore steamers to the quay since 1830 as a means of supplementing their income, the Yarmouth Corporation was given permission to build a pier in 1874. Designed by Denham and Jenvey primarily as a terminus for cross-Solent steamer traffic, Yarmouth Pier was under construction by the summer of 1875.

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ithin a year the timber pier had been completed to a length of 685ft (207.5m), and was formally opened by the Mayor of Yarmouth on 19th July 1876. Just weeks later the pier was damaged, when a ship drifted into the structure after breaking loose from it’s moorings. The following August, new gates that had been erected at the shoreward end of the pier were cut down by the local townsfolk. Whether this was instigated by the boatmen, still smarting from the loss of their additional income, or from other groups protesting at the restricted access to the beach since the gates had been installed, no one was ever sure.

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n 1884 the railway infrastructure on the mainland had reached Lymington, and soon after regular connecting steamer services began operating between the Hampshire town and Yarmouth. When the Corporation of Yarmouth was wound up in February 1890, the Yarmouth Town Trust were appointed to manage the harbour, quay, and the pier, this remaining the case for over 40 years. Continual maintenance is an essential feature of seaside piers, being not only exposed to extreme sea and weather conditions, but also to ‘incidental damage’ from shipping. Yarmouth Pier suffered further collision damage in 1909, when the barge ‘Shamrock’ crashed broadside into the structure and, in 1916 the Town Trust had to spend £250 on replacement piles. Unusually, development of the pier for pleasure purposes was never regarded as a necessity, and few additional structures have ever been erected. A notable exception was the erection of some offices and a waiting room at the shoreward end in 1927, costing some £2,000.

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nder the Yarmouth Pier and Harbour Act of 1931, the pier came within the responsibility of the newly established Pier and Harbour Commissioners. In 1938 a new slipway was built to facilitate the handling of an improved ferry service, and the pier continued to deal solely with the smaller pleasure craft. Four decades later Yarmouth Pier was given a Grade II listing from English Heritage, and this effectively prevented it from being demolished in 1980. Without the agreement of the Secretary of State, the Pier and Harbour Commissioners could not proceed with their attempt to ‘lose the pier’, even though it was in a dilapidated condition. Not only was permission for the demolition refused, but a restoration campaign for the pier was launched.

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etween 1983 and 1986, £0.25m was spent on replacing the walkway, and a further £100,000 of the funds raised went towards general maintenance. To commemorate the efforts of the sponsors, their names were carved into the new planks along the neck of the pier. A second campaign in 1991 successfully raised

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sufficient funds for the refurbishment of the head, after it was found to be in a dangerous condition, and the construction of a small wooden shelter during the winter of 1991-92. oday Yarmouth Pier is a popular venue for both fishermen and walkers alike, and its future looks to be secure. Residents may have been a little upset when the Harbour Commissioners introduced ‘Pay & Display’ parking in 2002, but the proceeds will be used to maintain the Grade II listed pier. A turnstile has also been fitted at the pier entrance, ensuring that visitors contribute their 20p - such a small price to pay for the pleasure of enjoying a close encounter with the MV Balmoral and the PS Waverley on one of their regular visits during the season.

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Access to the pier, and facilities, may vary seasonally. It is advisable to ring for details.

OS Grid Reference : SZ 355898 Pier Street Yarmouth Isle of Wight PO41 0NT

Tel : +44 (0)1983 760321

Owned by Harbour Commissioners Web site: n/a Find exact location using Multimap

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Hythe Pier

aking a trip to the quaint old town of Hythe on England’s south coast is to experience stepping back in time. Remaining virtually unnoticed in the shadow of it’s sprawling urban neighbour Southampton, Hythe gave the townsfolk an invaluable service with the construction of the pier. Designed by M. J Wright as a purely functional structure, Hythe Pier effectively replaced the ‘gravel hard’, a natural feature of the coastline that had allowed passengers to disembark vessels since the late sixteenth century.

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ork commenced in 1878, with the last pile being driven into the seabed in the summer of 1880. This simple structure costing £7,000 to build, had a wooden deck extending to 2,100ft (636m) in length, and was supported by iron girders on wooden piles. Specifically built to facilitate ferry services, Hythe Pier still handles the half-hourly White Horse Ferry service to and from Southampton town quay. Since opening in 1881, there has been little real development over the years. Hythe Pier never played host to the variety of attractions and entertainments that became synonymous with other Victorian piers, so few buildings were

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needed. In 1894 Hythe Sailing Club provided clubhouse facilities at the seaward end but, apart from a general overhaul in 1896, little else changed in the first thirty years of the pier’s operation. With a steady increase in passenger numbers in the early twentieth century, a baggage line was added in 1909. This was subsequently adapted to carry passengers, as well as their luggage, after the cessation of hostilities in 1918. A World War I ex- mustard gas factory engine from Avonmouth trundled along the new 2ft (60cm) gauge tramway opened in July 1922. Originally the company purchased three of these Brush built 100V battery engines but dismantled one for spares. These same locomotives remain in use today, carrying passengers to and from the pier head every day. uring the 1930s an additional pontoon was erected at the pier head but, after the Second World War, this was moved and connected to the pier via a small bridge. Modernisation of the shoreward end was undertaken in the 1960s, and a small number of shelters were removed from the neck of Hythe Pier. The surviving seaward end buildings were redeveloped in 1971. Maintenance of seaside piers is always on-going, and costly, and the result is several modest programmes of repair work being carried out over several years. At Hythe, the pier head timber decking was replaced in 1982 but a structural survey the following year identified other considerable repairs to the substructure needed to be put in hand. This work was subsequently completed over a four-year period, at the considerable cost of £290,000.

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amage caused by vessels colliding with the pier has formed part of the history. Incidents were reported in 1885, 1915, and 1945, when a schooner, a sailing barge, and a landing craft respectively made contact with the pier structure. More serious damage was caused on the evening of 1st November 2003 when the dredger ‘MV Donald Redford’ impacted the mid-section of the pier. The incident caused a 150ft breach in the structure, and resulted in the removal of two spans, with serious damage to a further two.

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While repairs were undertaken, the ferry service continued to operate from Hythe marina to Southampton town quay. In a remarkably short time, the pier was back in service and the train running to a normal schedule by early January 2004. White Horse Ferries actively promote the service to visitors, and it is hoped that customer numbers will allow Hythe Pier to continue well into the twenty-first century. Help is also being provided by sponsorship of the deck planks - a worthwhile and memorable way to participate in the future of this hard-working pier.

Access to the pier, and facilities, may vary seasonally. It is advisable to consult the ferry timetable for details.

OS Grid Reference : SU 424081 The Promenade Hythe Hampshire

Tel : +44 (0)2380 840722

Owned by White Horse Ferries Web site: www.hytheferry.com Find exact location using Multimap

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Southampton Royal Pier

ocated at the heart of an extremely busy port, the rather sad remains of the Royal Pier bear little resemblance to the structure of the 1830s. Originally designed by Doswell, the pier was built by William Betts, and opened by Princess Victoria in 1833. Formerly consisting of a straight timber deck, with a pair of tollbooths at the entrance, Southampton Royal had a broad pier head offset at an angle of 45 degrees. In 1864 a floating pontoon and bridge were incorporated within the angle, but were subsequently moved to the end of the pier head in 1870 to allow for the construction of a railway station.

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rom 1888 considerable redevelopment work was carried out, including the immediate enlargement of the entrance buildings, a costly extension of the pier head, and the building of the Prince of Wales steps in 1891. A pier head pavilion was added in 1894, at the same time as a further reconstruction of the entrance buildings was undertaken. New refreshment rooms were completed in 1896, and a new pontoon was placed at the site of the old pier head in 1898. Over the next 15 years, Southampton Royal Pier enjoyed its heyday.

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It could berth up to ten steamers at a time, and a full programme of entertainments were always on offer in the pavilion. Dancing, concerts, exhibitions, and even roller-skating from 1906, attracted large numbers of visitors until the outbreak of the First World War. y 1921 the railway had deteriorated to such an extent that the service was finally closed. Notwithstanding the loss of this operation, the important ferry routes continued to flourish. The pier pavilion was extended in 1922, and the present gatehouse (described at the time as ‘wedding cake architecture’) was opened in 1930. Designed by Edward Cooper Poole, this ornate building was erected nearer the pier neck to allow for a larger forecourt area at the entrance. Among the most noticeable features of the gatehouse are the six cast-iron heraldic lions that survived from the earlier building. These are magnificent crouching beasts, holding shields that bear the Hampshire Coat of Arms. One of the visitor attractions until the 1960s was an aircraft flown by Flt Lt Stamforth in 1931, and housed adjacent to the pier. The Supermarine SB6 set the world speed record when if flew over Southampton Water in September of that year.

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uring the Second World War the pavilion remained closed as it was considered to be an easy target for German bombers. Post-war it was leased by Mecca Entertainment, and was re-opened in 1947. At a cost of over £100,000, the pavilion was extended and converted for use as a ballroom in 1963. By 1979 the Mecca Ballroom had ceased trading, and the 900ft (273m) pier closed at the end of the year. The British Transport Docks Board at the time deemed it to be no longer ‘viably’ maintainable. Red Funnel Ferries took over the shoreward end in 1984, utilising the area for additional car parking. Leading Leisure plc leased the gatehouse in 1986, and subsequently added a large conservatory at the rear, the newly converted building serving as a pub and restaurant. Future plans for the dockyard development were cut short in 1987, when a serious fire completely destroyed the pavilion and bandstand at the

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pier head. A subsequent fire in 1992, which destroyed much of the pier neck and caused serious damage to the conservatory at the rear of the gatehouse, effectively sealed the fate of Southampton Royal Pier. oday’s visitor is met with a derelict wooden pier neck, defiantly curving over the water, and an ornate pier gatehouse estranged among the commercial containers and bustling traffic of the Red Funnel Dock. Despite the fact that Southampton Royal Pier presents yet another sad chapter in the history of our ‘lost’ seaside piers, it is important to record its past. Whether moves will ever be made to redevelop the pier remains unknown, but at least the architectural elegance of this once grand gatehouse can still be enjoyed.

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OS Grid Reference : SU 417108

Closed to the public

Red Funnel Ferries Terminal 1 Town Quay, Southampton Hampshire

Tel : +44 (0)870 444 8898

Owned by Red Funnel Group Web site: www.redfunnel.co.uk Find exact location using Multimap

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