Read Ebook: The Thames and its docks by Forrow Alexander

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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.

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 Dep?t. 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 , 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 dep?t for rum and sugar, so this dock is the great dep?t 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.

Of course, a sketch of the Thames and its docks would be incomplete without a statement of the Legal Quays, Sufferance Wharves, and Private Warehouses now in existence. Few people are aware of their enormous extent, and it would be difficult to exaggerate the important part which they have played in the history of the port. There cannot be a doubt that the proprietors of these places have availed themselves to the fullest extent of the advantage which they enjoy, under the present state of the law, of being allowed free use of the dock-waters. Undermentioned is a list of them, and I may add that, with very few exceptions, all restrictions as to the goods which may be landed at some of these places have now been removed.

Fresh Wharf. Hammond's. Cox's Quay. Botolph Wharf. Nicholson's Wharf. Custom House Quay. Brewer's Quay. Chester's Quay. Galley Quay.

Aire & Calder. Beer Lane Vaults. Bell's Warehouse. Billiter Street Warehouse. Cooper's Row Warehouse. Crown Diamond Warehouse and Vaults. Crutched Friars Warehouse. Cutler Street and New Street Warehouse. Dowgate Hill Vaults. East India Avenue Vaults. Fenchurch Street Warehouse. George Street Vaults. Globe Yard Warehouse. Gracechurch Street Vaults. Lingham's Warehouse and Vaults. Metropolitan Warehouse and Vaults. Mint Street Warehouse. Monastery Warehouse. Monument Warehouse and Vaults. Priory Warehouse. Red Mead Lane Warehouse and Vaults. St. Dunstan's Warehouse. St. Andrew's Vaults. St. Olave's. Savage Garden Vaults. Smith's Warehouse. Thames Street Vaults. Tower Hill Vaults and Warehouse. Trinity Warehouse and Vaults. Water Lane.

Allhallows. British and Foreign. Brooks'. Bull. Butler's. Chamberlain's. Commercial. Commercial Dock. Cotton's and Dep?t. Davis's. Dowgate Dock and Warehouse. Dyers Hall, and Monument Warehouses. Fenning's. Fishmonger's Hall. Gun. Gun and Shot and Griffin's. Hartley's. Hambro'. Hay's. Hermitage. Hibernia, New. Irongate. London and Continental. Lucas and Spencer's. Mark Brown's. Metropolitan. New Crane. New Dundee. Old Swan. Oliver's. Paul's Wharf. Pickle Herring, Lower. Platform. Red Lion and Three Cranes. St. Bride's Upper. St. Bride's. St. John's. St. Katharine's. St. Olave's. St. Saviour's. Smith's. South Eastern. South Devon. Springall's. Symon's. Topping's. Willson's.

Aberdeen. Atkin's. Barnard's. Barry & Co. Bethell's. Brandram's, New. Brandram's, Lower. Broken. Brook's, Upper. Brown's. Brunswick. Burt's. Canada. Carron. Chapman's. Clyde. Cole's, Upper. " Lower. Coventry. Dock Wharf . Dudin's. Durrand's. Eagle. Fisher's. Fogg's. Foreign Cattle Market. Freeman's. Free Trade, Lower. Garford's. Gibb's, Upper. " Lower. Granite. Guernsey Granite. Hall's. Harrison's. Hibernia. Hudson's. King and Queen. Kitchen's, Lower. Landell's. Mellish's. Metropolitan, New. " Upper. Mill. Miller's. Morton's. Newell's. Noehmer's. Orchard. Ordnance. Patent Fuel. Pearson's. Peruvian Guano Works. Phillip's. Plaistow. Pontifex and Wood. Pooley's. Powell's. Prince Regent's. Reed's, Upper. " Lower. Scott's. Sharp's. Stanton's. St. George's. Sun. Sunderland. Surrey Canal Docks. Tubb's. Union. Victoria. Victoria Wharf. Watson's. West Kent. Whiting's. Worcester.

Now you will have observed that all the earlier Dock Companies started with a monopoly for twenty-one years of the shipping from certain parts of the world. You will also have noticed that the object of the Government in granting these monopolies was twofold; first, by compulsorily clearing the river of a large proportion of the shipping to remove the facilities for plunder afforded by the lighterage and unprotected condition of goods; and, secondly, to secure for the docks some equivalent for the money invested in them. Now what do these facts indicate? Clearly that the Government saw the necessity of legislative interference in the interest of the port, and that, to render that interference operative, they must offer an inducement to the public to invest their money. Thus, you will observe that the Dock Companies sprang into existence, not so much independent speculations, as a response to an appeal from the Government of the day on behalf of the port.

But this compulsory alienation of certain shipping to certain docks, of course involved the withdrawal from the Legal Quays of the profits on the warehousing of goods left in the docks, and from the lightermen much of the valuable carrying trade represented by the shipping covered by the monopolies. It also affected a number of minor collateral interests. These were, of course, entitled to compensation, and they obtained it. The total amount of the claims received was little short of ?4,000,000. As is generally the case under the circumstances, many of these claims were grossly exorbitant, and others had no foundation at all. The Government were, however, disposed to take a liberal view of the situation, and, as I have already told you, actually awarded out of the Consolidated Fund not less than ?1,681,000, which, of course, included the sums paid for the purchase of the Legal Quays.

Now the liabilities of the Dock Companies of London represent a total of upwards of ?15,000,000. More than one-half of this has been spent in providing the water accommodation of the several docks, and the interest on it of course represents a vast permanent tax upon the revenues of the Dock Companies, towards which, although enjoying full use of the docks, the wharves do not contribute anything. The dock waters are supposed to be paid for by the dues on shipping. As a matter of fact this is not the case, although if it were, the claim of the Dock Companies to be paid for services altogether distinct from the operation of docking and undocking ships, would be in no respect weakened. For a considerable time more than half the goods brought into the docks by ships have been taken out of them again for warehousing elsewhere, and upon the tens of thousands of lighters employed in this service constantly inside, entering, and leaving the docks, the Companies are prohibited from charging one penny; so that, coupling this circumstance with the fact that the dues of the Company are levied upon the register and not upon the gross tonnage of vessels, it will be seen that, practically, the income from the shipping rates is reduced to considerably less than one-half the amount which it nominally represents.

I will detain you no longer. What I have stated is but a sketch of a portion of a subject which a dozen lectures would not exhaust; and, as I only put it forward as a sketch, I must ask you, in making your criticism, to bear that fact in view. I have simply sought to lay before you a few facts not generally known and not easily accessible, and which I hope will not fail to invest the river and the docks with additional interest to all whose business or pleasure may be affected by either. I can only trust that you have found them interesting, and that you may perhaps find them useful.

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