Part 3

This plan (_see_ Appendix D) represents what was known as Mr. Wyatt’s Scheme. Mr. Wyatt was an eminent architect and civil engineer. His plan of docks in the Isle of Dogs was, as you will observe, very extensive—so extensive that, although the price of land in the island was then only £5 per acre—indeed the whole of the island might have been purchased for £10,000—and labour was cheap, the estimated outlay was nearly £900,000. The water space afforded by the docks and basins proposed by Mr. Wyatt would have been upwards of 200 acres; and in view of the vast increase in the commerce of the port, and the present great cost of dock extensions, one cannot but regret that some modification of this scheme was not adopted.

This plan of docks at Rotherhithe (_see_ Appendix E), designed by Mr. Cracklow, a surveyor, and which bears some slight resemblance to the network of docks constituting the Surrey Commercial system, was known as the ‘Southwark Plan,’ and included a canal opening to the Thames at Bankside, above London Bridge. These docks, principally intended for colliers, timber ships, and vessels for sale, were the most inexpensive of the many schemes proposed, the estimated outlay being only £300,000.

These docks at Wapping (_see_ Appendix F) were proposed by Mr. Walker, a wealthy shipmaster and Jamaica planter. The docks here shown included a water space of 55 acres, leaving 35 acres for quays and warehouses. You will observe that Mr. Walker also proposed a canal similar to that suggested by the Merchants’ Plan, but taking lower ground near the river. Besides the access to this dock afforded by the canal, Mr. Walker proposed two others: one at a little bay known as ‘Hermitage Dock,’ and the second at a place called ‘Pellican Stairs.’ His scheme also included a dock in the Isle of Dogs for timber-ships, reaching across the island by what was known as ‘Poplar Gut,’ a large piece of swamp or boggy ground at the Limehouse side of the island, and now absorbed by the West India Docks. The total cost of this great scheme was estimated at £880,000. This plan of docks was very warmly supported by the Brethren of the Trinity House, who alleged that it furnished every requisite for the accommodation of the trade of the port and the proper navigation of the river; and I am sure that those of my hearers who would like to see a dock of 55 acres at Wapping, will agree with me in expressing regret that this scheme was not carried out.

This plan (_see_ Appendix G) represents a scheme for docks proposed 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.