The Thames and its docks

by Alexander Forrow

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.