Henry Berry (1719-1812), by Peter Keen

In this, the 250th anniversary of the passing of the act which enabled the Sankey Navigation to be constructed, it is only fitting that we should remember its engineer, Henry Berry. The following article is based upon a paper by Stanley A. Harris, read to the Historical Society of Lancashire and Cheshire in December 1937.

Whilst it is commonly held that Berry was a native of Parr in St. Helens, no record of birth or baptism have been found. Although he and his parents were buried at the old Dissenting Chapel in St. Helens its records have been lost. Neither can Prescot Records help. The name however is a Lancashire name of great antiquity, first mentioned in 1567.

When considering the development of Liverpool Docks, the names of Thomas Steers and Jesse Hartley readily spring to mind, the former as the pioneer who built the first dock out of a tidal creek, before going on to build further facilities, and the latter who built much of what remains for today's tourists and apartment dwellers. The archives of the Mersey Docks and Harbour Board have no record of Steers' successor, Henry Berry, whilst even the Common Council minute book contains only one ambiguous comment which might or might not acknowledge his position in the role as Dock Engineer.

It is only when the Town Books are examined that his name is first mentioned, on 7th November 1750, following the death of Steers, in which "it is ordered that Henry Berry, late clerk to Thomas Steers, be continued to oversee the works till further notice".

The "works" in question were the construction of Salthouse Dock which was to take another three years to complete. During the last few years of Steers' life he was in poor health and it is safe to assume that the major responsibility for Salthouse lay with Berry throughout that time and on his death in 1812 the Liverpool Mercury stated that the Salthouse Dock "was formed under his direction".

A Dock Engineer was only employed during dock construction so it is possible that, on the completion of Salthouse in 1753, Berry either had his engagement terminated or sought another on his own initiative. A year later the promoters of the Sankey Navigation, all Liverpool men, consulted him about making the Sankey Brook navigable. Other navigations had proved to be successful and it was not surprising that they anticipated a reduction in price of the goods to be carried on the proposed navigation and subsequent profits. Berry however knew the proposals to be impracticable but connived with one of the proprietors to build a dead water canal instead, the project being concealed from the other proprietors until its completion.

Some historians state that John Eyes was the original surveyor of the canal, or even the engineer, whilst even James Brindley has a mention. Evidence to support Berry's claim, other than newspaper articles, include his name being mentioned in a Report of the Parliamentary Committee concerning the original Act, and a mention in his will of a "Silver Cup presented to me by the proprietors of the Sankey Canal Navigation". This does not mean that the other engineers mentioned might not have been called upon to assist at some time during the canal's construction.

In 1762 a new Sankey Canal Act was obtained to extend the canal from Sankey Bridges to Fidlers Ferry, since at neap tides the passage by river between those points was impossible because of the lack of water. It is perhaps because the principal witness in favour of the bill was John Eyes that his name was later associated with the construction of the original canal.

Berry would have had the full confidence of the Liverpool Common Council since they were aware of his work on the Salthouse Dock so it was hardly surprising that he should be employed to build the Sankey Canal. He had previously been engaged in canal construction in Ireland, under Steers, and elsewhere. Following his work on the Sankey he was employed for a time in extending the Weaver Navigation.

pressure for both civil and naval vessels so a Bill was submitted to build a new dock. The Act was passed but it is not known how soon the construction began. John Eyes' map of Liverpool in 1765 showed only "the intended dock". Berry is certainly mentioned as Dock Engineer in April 1766 when the LCC passed a resolution confirming his salary of eighty guineas per annum in recognition of his "attendance and the well executing of the work of the new dock carrying on".

It is probable that Berry was employed by the Corporation in dock construction before he was appointed as Dock Engineer. By 1766 Liverpool possessed four graving docks, at least three of which had been built after the death of Steers. It is reasonable to assume that these were the work of Berry. They were built in tidal waters in difficult locations and would have needed a skilled and experienced engineer so it is highly likely that the corporation would employ Berry as engineer. They were built in 1756 and 1765 so he would have been within easy reach of Liverpool, the Sankey and the Weaver.

The new dock, George's Dock, was completed by 1771 and was adequate for a short period but by 1785 tonnage handled by the port had increased by 50% and two new docks were authorised that year.

The dock system at the turn of the 18th Century, after Berry had finished his work a decade earlier.

Even in the years following the completion of George's Dock Berry's name seldom appears in the Council records. It could be that the Dock Committee records were kept separately from those of the Council and it is possible that these were destroyed in the Town Hall fire of 1796. However, with seven docks and graving docks in his charge, some having reached their half century, a considerable amount of maintenance work would have been necessary. The few surviving Corporation references to Berry's name are generally connected with affairs other than dock work.

Dock Committee accounts however contain interesting information about dock affairs between 1769 and 1791. A minute dated 1769 agrees to pay for the paving of Quarry Hill Road (present Berry Street) and empowers Berry to buy Oak Timber for the road for the Docks. This was to facilitate the transport of stone from the quarry in Upper Duke Street to the George's Dock which was then under construction.

In 1776 a Paviour, working on Hanover Street chose to misbehave and give abuse to the Mayor and other Committee members. He was discharged and Henry Berry was brought in to superintend the pavements and roads of the town. He was also authorised to buy paving stones and materials for paving the west side of George's Dock. Although no dock construcCorporation duties.

A William Rathbone who had a timber yard on the Mersey shore constructed a causeway out into the river, presumably to help with shipping his timber. In 1776 the Council ordered him to remove it as being a hazard to navigation. Rathbone petitioned the Council and Henry Berry was appointed to the committee which considered the petition. A year later Berry was again in demand, this time to collaborate with a Major from the Board of Ordnance in surveying the Mersey shore with a view to erecting forts. In 1772 he was consulted over the costs of building a bridge over the Turnpike Road at Judgefield Brow near St. Helens.

As stated above two new docks were authorised in 1785. The first of these, King's, was opened in 1788 and was Berry's last achievement as Dock Engineer since he resigned the following year. His successor, a Thomas Morris of Lancaster, was appointed at the same salary of one hundred guineas per annum. The Queen's Dock was opened in 1795 during Morris' Engineership but was probably planned by Berry. In 1797 Morris applied for "a very great increase in Salary" and was promptly discharged by the Council.

The Liverpool Directories first began in 1766 and Berry's name appeared in them all until his death in 1812. As far as 1769 he is described as "Surveyor" then as "Engineer" until his retirement after which he became a "Gentleman". He was active in politics until 1796 after which he did not vote again, perhaps having become too infirm to brave the turmoil and excitement of elections.

This picture of the building is from the Liverpool Echo's "Stop the Rot Campaign - landmarks in danger" at the Liverpool Views website: www.liverpoolviews.co.uk/danger/danger.html

From before 1765 to his death he lived at the same house, number 72, Duke Street on the corner of Quarry Hill Road, later to be renamed Berry Street. At the time this article was written the building survived as part of the "White House" public house.

Berry died at the age of ninety three his brain unclouded by any form of mental decay. This is well illustrated by his will, a substantial thirteen page document with three codicils added only eight months before his death, his signature being exceptionally steady and legible. His wish was not to disturb his parents' grave within the Dissenter's Chapel in St. Helens but to be interred in the chapel yard. His remains were transferred to the Borough Cemetery when the Chapel was replaced and the graves removed. His tombstone survives:

SACRED TO THE MEMORY of HENRY BERRY of Liverpool Gentleman who departed this life on the 31st day of July 1812 in the 93rd year of his life and was interred here at his own particular Request

Berry's will was proved at Chester, appointing two executors to oversee his estate which amounted to £12,500. The bulk of this went to his nephews and nieces but with payments made to a wide range of local charities including the Bluecoat School, Liverpool Dispensary, the School for the Blind and the Dissenter's Chapel (Below: Berry was listed as a Trustee in 1742). Mention is made of various properties including his "estate at Parr", four houses and a combined house and shop in Berry Street which his housekeeper had the use of for life, along with a pension of £10 per annum. Specific items named include the silver cup mentioned above and a silver tankard.

Berry played no part in the civic life of Liverpool. His dissenting views would have excluded him from the Common Council and the Vestry. Despite being associated with Liverpool for more than half a century local newspapers provide no evidence (apart from the obituary notices) of his career. This is not unusual however since it was not until some years after his death that they commenced systematic reporting of local news.

It is regrettable that more information has not been discovered but it is hoped that the above information suffices to raise the name of Henry Berry from its obscurity. His public record entitles him to a place among the worthy men who contributed towards the growth and development of Liverpool.

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