by Mr. Spence, a maritime surveyor to the Admiralty. He proposed to
divide the shipping of the port into twelve different classes, each
class to have a separate dock for its accommodation. He proposed that
six of these docks should be 600 feet square, the other six being 400
feet, connected with each other on the plan of the docks at Liverpool.
As you will see by this plan, Mr. Spence suggested two alternative
sites for these docks. There cannot be a doubt that, had the principle
here indicated of localising the warehousing of the various classes of
merchandise been more fully carried out, the working of goods would
have been more efficient, more economical, and more satisfactory
in every way to both merchant and Dock Company. In the monopolies
granted to the earlier Dock Companies, the Government seem to have
made an attempt in this direction; but it is to be feared that the
spirit of competition and the morbid jealousy of anything tending to
a monopoly will always be a barrier to any extended application of
this principle, however much it might be the interest of the public to
promote it. The docks proposed by Mr. Spence were estimated to cost
£500,000.
The last, but by no means the least interesting, of these rejected
dock schemes to which I shall invite your attention, consists of
four alternative plans proposed by Mr. Willey Reveley, an engineer
and architect. You will observe by the plan before you (1), that Mr.
Reveley proposed (_see_ Appendix H), by a bold stroke, at once to
demolish the Isle of Dogs, as an impediment to the navigation of the
river, by cutting a channel straight through it from Limehouse to
Blackwall; leaving the long reach round the island as a magnificent
dock of 434 acres, with flood-gates at each entrance to the new course
of the river.
Under the second scheme proposed by him (_see_ Appendix I), Mr.
Reveley, as you will observe by this plan, suggested the cutting of
a new channel for the river, inclining towards Woolwich Reach below
Blackwall, so as to convert the upper bend of the river by Perry’s Dock
into a second dock, thus securing for the two docks a water space of
524 acres.
Under his third plan (_see_ Appendix J), Mr. Reveley proposed
to conduct the new channel of the river straight from Wapping,
intersecting the river so as to convert the three bends between
Wapping and Woolwich into three docks, to be known respectively as the
‘Ratcliff,’ the ‘Blackwall,’ and the ‘Greenwich’ Docks, giving a total
of 644 acres.
To meet the objection of the Trinity House that any of these schemes
would be impracticable without essential injury to the river and its
navigation, Mr. Reveley proposed a fourth plan (_see_ Appendix K),
under which, as you will see, the new channel of the river is made to
take its course from near Wapping to the old channel of the Thames
between Greenland Dock and Deptford, thence inclining gently to the
northward till it falls into Woolwich Reach; thus leaving two spacious
docks to the northward by shutting out the Ratcliff and Blackwall bends
of the river. The docks thus formed would have yielded a water space of
559 acres.
Each of these rejected schemes, of course, represented particular, and,
in some instances, conflicting, interests. The West India merchants
who suffered most severely from the depredations on the river, were
very anxious to have a dock in the Isle of Dogs, and in two days,
December 22 and 23, 1795, raised subscriptions of £800,000 for the
purpose. Opposed to the West India merchants was the Corporation of
London, with its large collateral vested interests. They professed
to be jealous of any measure which would have the effect of removing
the shipping from the City; hence their gigantic scheme, to which I
have called attention, and which, as you will remember, so far met the
views of the West India merchants as to include a large dock in the
Isle of Dogs. The fact is, the Corporation wished to get the control
of the docks of London into their own hands; and although Parliament
was not inclined in this way to swell the sufficiently plethoric bulk
of the Corporation, that body, with its allied interests, was strong
enough in Parliament to defeat any body of merchants going to it for
powers opposed to their interests; and, as you are aware, all the Dock
Companies when first started were largely represented by nominees of
the Corporation.
So the struggle went on for three years longer. Meanwhile a terrible
outcry was raised in the City against the proposed establishment of
docks of any kind either at Wapping or in the Isle of Dogs. It was
urged that the conservation, rule, and government of the Thames was
vested by prescription, confirmed by charters and Acts of Parliament,
in the Lord Mayor for the time being; and that to embank or inclose the
bed of the river, or make any cuts into it without previous license
under the City Seal, was against the law. The ‘Tackle-house’ porters,
the ‘City’ porters, the ‘City’ carters, watermen, and others, raised
a jeremiad of their impending ruin if docks were allowed. One of the
objections was that Christ’s Hospital would lose £400 a year, granted
from the sale of licenses. The proprietors of the Legal Quays protested
that the withdrawal of the West India trade alone would lower their
property to one-third of its value. It was even said that so many men
would be thrown out of employment that a vast increase would take
place in the poor rates. One cannot help feeling puzzled to understand
how objections of this kind could ever have been seriously advanced.
At length, after apparently endless delays, Parliament succeeded in
adjusting the conflicting claims of the various parties by payments out
of the Consolidated Fund, amounting in the aggregate to £1,600,000; and
on July 12, 1799, passed the first Dock Act. Under this Act, which is
known as an ‘Act for rendering more commodious and better regulating
the Port of London,’ the Corporation of London were authorised to
construct a canal in the Isle of Dogs, with power for fourteen years
to levy tolls of from 1_d._ to 3½_d._ per ton on all vessels using the
port, fishing and passenger craft excepted. The incorporation of the
West India Dock Company immediately followed. The West India Import
Dock commenced on February 3, 1800, was completed at a cost of £17,000
per acre, and opened on August 27, 1802, by William Pitt, the Prime
Minister. This view represents the appearance of the dock before the
water was let in; and, I may add, in passing, that in excavating this
dock, as also during the progress of the works at the South Dock, to
which I will call your attention presently, some most interesting
fossil remains and other curiosities were discovered.
This view represents the first ship entering the dock—the ‘Henry
Addington,’ a West Indiaman of the old school, and one of the wooden
walls, in privateering days, of England’s reputation. It is to be hoped
that the iron walls which have succeeded them in the Navy will give as
good an account of themselves in ‘the battle and the breeze’ as these
old wooden walls; and so dispel the misgivings to which some of their
recent achievements have given rise.
This view represents both the West India Import and Export Docks, with
the canal, as they appeared when completed in 1805. I should here state
that in 1829 the Corporation of London sold the canal to the West India
Dock Company for £120,000; and, until converted into the existing
South Dock, it was used by the Company as a timber pond, and for the
accommodation of an important grain trade. The Government was so
impressed with the necessity of removing the shipping from the river,
that for a period of twenty-one years they made it compulsory upon all
vessels from the West Indies to discharge in these docks. Not only
so; but the Commissioners of Customs were empowered to order vessels
from other parts to discharge here. And all vessels outward bound for
the West Indies were compelled either to take in their cargoes in
these docks or else in the river below Blackwall—an arrangement more
costly than the payment of dock dues. As a further illustration of the
interest which the Government took in these docks, I may add, that
the wall surrounding them was built at a cost of £30,000, advanced by
the Government; and that for a considerable time the premises were
under the protection of troops sent down for the purpose, and that
circumstance accounts for the existence of the guard-houses to be seen
facing the inner entrance to the West India Docks.
You will have observed that the West India Docks were established,
almost exclusively, in the interest of the West India trade. Their
location in the Isle of Dogs had, of course, been in opposition to
the views of a powerful party in the City. The result of this feeling
was the establishment of the London Docks, which followed so closely
upon the West India Docks that scarcely twelve months elapsed between
the passing of the two Acts; the London Dock Act passing on June 20,
1800. Commenced on June 26, 1802, the first stone being laid by Lord
Hawkesbury, Chancellor of the Exchequer, the ‘Western’ Dock of 20
acres, the first completed, was opened on the last day of January 1805,
at a cost £140,654 an acre: and this view represents the dock as it
then appeared. This is a remarkably fine view, as you will observe,
the sinuous course of the river and the Isle of Dogs in the distance,
coming out very distinctly.
This view represents the dock, when opened, as seen from the river.
All vessels entering the port with wine, brandy, tobacco, and rice were
compelled to unload here for a period of twenty-one years from the date
of completion, under a penalty of forfeiture of the ship to the Crown,
and a fine of £100 from the owner or master. The Hermitage Basin and
entrance were opened in 1820, the Eastern Dock and the Tobacco Dock
in 1828, and the original Shadwell entrance and basin in 1832. The
fine jetty in the Western Dock was built in 1838, and the new Shadwell
entrance and basin were constructed at a vast outlay and opened on
October 13, 1858.
The establishment of the West India and the London Docks still left the
East India and China shipping to be provided for; the accommodation
afforded by Mr. Perry’s Dock at Blackwall being scarcely sufficient for
the shipping of the East India Company alone. To meet this deficiency
the East India Dock Company was formed. The Act passed in the year
1803, the docks were commenced in August of the same year, and opened
on August 4, 1806. This view, which represents the docks as they
appeared when completed, gives a very interesting picture of the river
at this point, as also of the virgin character of the surrounding
country. Like its predecessors, the East India Dock Company started
with a twenty-one years’ monopoly. All vessels with cargoes from
the East Indies and China were obliged to discharge in these docks.
Outward-bound ships to these parts of the world were also compelled to
load here or else in the river below Limehouse. But, for the protection
of the London Dock monopoly, it was enacted that no vessel not
immediately from, or immediately bound to, the East Indies or China,
should, under a penalty of £50, enter these docks without the consent
of the Treasury in writing.
Most people are not aware that the East of London is indebted to the
East and West India Docks for two of its finest roads. Before the
establishment of these docks neither the Commercial, nor the East
India, Road had any existence. The distance of these docks from the
City rendered good roads an absolute necessity, especially in those
days. Here I may observe that when the Duke of Bridgewater began his
canal—forty years previously—the cost of the land carriage of goods
was 40_s._ a ton. The carriage of goods on the river was not less than
12_s._ a ton. From Wapping, eastward, fields, nursery-grounds, rope
walks, gardens, &c., &c., stretched right away to Barking. Through
these the Commercial Road was cut at a cost of £100,000; and when the
East India Docks were started, a further sum of £20,000 was raised to
continue the road to that distance, the extension taking its name from
the docks. The government of both these roads was vested in fifteen
trustees, including the Chairman and Deputy Chairman of the two Dock
Companies. As you are probably aware, both these roads are now entirely
free.
This is a view of the Limehouse Dock as it appeared shortly after it
was opened, and before the Blackwall Railway was constructed. This dock
was built in connection with the Regent’s Canal for the accommodation
of lighters, and the Act for its construction was passed so early as
the year 1812. Although never, like the other docks, recognised as
Legal Quays, this dock has rendered admirable service to the river by
relieving it of a large portion of the coasting trade. Everybody who
has travelled by the Blackwall Railway must have observed the crowded
condition of this dock. Since first opened it has been enlarged three
times, and now possesses a water area of 10 acres. In 1869 a ship
entrance, 350 feet long and 60 feet wide, was opened, with cills laid
28 feet below Trinity high-water mark.
This view represents the dock from the river. Most of you are aware
that an extensive scheme is now on foot for enlarging this dock, and
making it a great Railway Depôt. If the scheme proposed should be
carried out, the dock will be enlarged to three times its present size,
and the whole character of the neighbourhood will be changed by the
alterations necessary.
Time will not permit me to refer to the questions which agitated
commercial communities in London on the expiration of the monopolies
which had been granted to the early Dock Companies. Suffice it to say
that so early as the year 1823 the St. Katharine Dock Company was
established chiefly, as I am informed, at the instigation of one of the
large trading companies, which had taken offence at the London Dock
Company. But this dock was no doubt mainly started as a competitor for
the trade that would be liberated on the expiration of the monopolies
granted to the other companies. The Government had refused to renew
that of the West India Dock Company, which had expired in 1822, and
those of the London and East India Dock Companies would expire in 1826
and 1827 respectively. It was thus clear that a considerable portion of
the business of the port which had hitherto been forced into particular
docks would soon be free to go where it pleased. These considerations
were the primary motives with the originators of the St. Katharine
Docks, who, moreover, comprised some of the leading merchants anxious
for a reduction of rates. But owing to the opposition of the London
Dock Company, into which I cannot now enter, the St. Katharine Company,
though started in 1823, could not commence their dock until May 3,
1827. But through extraordinary exertions it was completed and opened
on October 25 of the following year, at the enormous cost of £195,640
per acre. The picture before you gives a bird’s-eye view of the dock,
which comprises a water space of 11 acres. This was the first free
dock in London, and its promoters based their appeal to the public for
support on the allegation that the charges of the other Dock Companies
were exorbitant, and injurious to the interests of the port. Here I
may observe that two other Bills for the construction of docks passed
in the same year as that for the construction of this dock; one on the
south side of the river, and another for colliers in the Isle of Dogs.
But both projects were abandoned. In 1825 a ship canal from London to
Portsmouth was projected, navigable by vessels of the largest size,
and the prospectus, which may be seen at the British Museum, is very
interesting.
From the opening of the St. Katharine Dock in 1828, until the passing
of the Victoria Dock Act in 1850 (July 15), there was a lull in dock
enterprise. But the vast and rapid increase in the commerce of the port
appeared then to suggest the desirability of further dock extension;
and the Victoria Dock, the largest artificial dock in England—having a
water space of 90 acres—was the result. Most of you are probably aware
that this magnificent dock is now the property of the London and St.
Katharine’s Company, and as its history previous to the purchase of it
by that Company is of such recent date, it is quite unnecessary for
me to refer to it. In a short time this grand dock will be extended
by a ship canal to Gallion’s Reach; and this view represents the dock
and canal as they will appear when finished, an undertaking which will
afford a most valuable addition to the accommodation of the port. This
is the cheapest dock in London, the original cost exceeding a little
over £5,000 per acre only. But it should be borne in mind that the
ground excavated being marsh land, presented a natural nucleus for a
dock; and to this fact must be attributed the inexpensive character of
this undertaking.
The collier and coasting trade generally has always been a great
impediment to the navigation of the river; and I am informed on the
best authority that the object of the promoters of the Millwall Dock
was to attract this class of business. The colliers had, however,
fought shy of the Victoria Dock, which was mainly started for their
accommodation, and they proved even more chary of the Millwall Dock.
This dock, which was opened in 1864, has, however, been successful in
attracting to it a large share of the general business of the port, and
has proved no mean competitor to the other docks. The shares which not
so very long ago might have been bought for something over £20 the £100
share, now command more than four times that amount. The cost of this
dock was about £7,000 per acre.
The next addition to the dock accommodation of the port was the
conversion of the City Canal into the existing South-West India Dock,
and this view represents the opening of the dock by the entrance of
the ‘Lufra.’ This dock was commenced in the year 1866, and opened on
March 5, 1870. Having regard to the fact that when this dock was opened
it was little more than a great pond, the warehouses and mechanical
appliances being of most limited extent, it is almost impossible to
realise the change which it has undergone in the interval. But for
the evident newness of the buildings, and the modern character of the
mechanical appliances, a stranger would scarcely be prepared to believe
that in the vast range of sheds and warehouse accommodation extending
all round the dock, he beheld the work of less than five years.
This is another view of the South Dock, seen from the western end, and
its crowded condition helps still further to carry on the contrast
between the recent and present appearance of this noble dock. The fact
is the Company were scarcely prepared for the rush of shipping which
immediately followed the opening of this dock. The result has been, and
is still, to some extent, a neck-or-nothing race between the urgent
demands of the public for more accommodation, and the efforts of the
Company to supply it. When it is remembered that many vessels frequent
this dock upwards of 350 feet in length, discharging 2,000 or 3,000
tons of cargo to the orders for delivery overside to thirty or forty
different consignees, in less time than it would formerly have taken
to discharge a hundred-ton billyboy, some idea may be obtained of the
efforts which have been put forth by the Company, in so short a time,
to secure the high efficiency necessary to perform work under these
conditions. Fancy what our forefathers would have said to a prediction,
that the time would come when it would be possible to discharge 1,200
tons of miscellaneous cargo in eight and a half hours, and that samples
and accounts would be in the hands of the merchants in the course of
the following morning! Impossible as this would have appeared fifty
years ago, it is now of frequent occurrence. And, if there are any
practical dock officers here they will bear me out in the assertion
that, owing to the bitter competition and the insane demand for
despatch, dock officials are about as hard-worked, worried, and harried
a class of public servants as are to be found anywhere!
This is a view of the West India Import Dock seen from the eastern end,
and gives a very excellent picture of the North Quay Warehouses. In
these warehouses and on the quays there has been at one time property
of the value of £20,000,000 sterling. This dock is 30 acres in extent,
and, next to the Victoria, is the largest dock in London.
This is another view of the same dock, seen from the western end,
showing the South Quay, which comprises the Rum and Wood Departments.
Upwards of 45,000 casks of rum have been warehoused here at one time.
This is a view of the East India Import Dock. Many of you are probably
aware that the Company are enlarging the basin of the dock, and
constructing another entrance; there being at the present time but
one, always a source of risk; as, should it happen, as at Hartlepool
in May last, that a ship got wedged in the lock, thereby stopping the
exit or entrance of vessels, the inconvenience to business would be
indescribable.
This is a view of that part of the London Dock known as the Crescent.
This is an exceedingly interesting dock. The Wine Vaults alone may be
described almost as one of the wonders of the modern world. One of them
is nearly twelve acres in extent, and if you wish to fancy yourself in
the Catacombs, without the trouble of a visit to Rome, you cannot do
better than see the Wine Vaults at this or the St. Katharine’s Dock.
Altogether there is storage accommodation for 80,000 pipes of wine and
brandy. In fact as the West India Dock is the great depôt for rum and
sugar, so this dock is the great depôt for wine and brandy. The Queen’s
Pipe is also a most interesting feature of this establishment. Here
all condemned goods are destroyed by fire, which at times receives
some odd contributions. On one occasion 45,000 pairs of gloves were
consigned to the flames, and on another, 900 Austrian mutton hams.
Indeed comparatively few people who cursorily scan the frowning walls
of the great dock establishments are aware of the varied information
and instruction to be gathered within them.