Chapter II: Part 2

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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.

I have thus finished my notice of the entire dock system of the Port of London, for a complete view of which _see_ Appendix L: and a glance at this plan, which has been specially drawn in connection with this lecture, will convey some impression of its magnitude. It will be found very interesting to compare London as it _is_ with what it _might have been_ had some of the schemes to which I have called your attention, been carried out. The aggregate water-space of the docks of London, when the extensions in progress shall have been completed, will not be less than 560 acres. It should be borne in mind that the whole of these costly undertakings are the birth of the present century. Within the like period we have seen the commerce of the port multiplied nearly seven-fold; and it is no exaggeration to say, that to this marvellous result, the docks, in conjunction with the development of the warehousing system, which they have so much assisted, and to which I should like to have referred, have contributed more than any other agency. I fear that the public generally are rather inclined to lose sight of this fact, which becomes obvious enough after a few moments’ consideration. If the tremendous evils to which I have called attention as existing less than a hundred years ago, when the business of the port was not one-seventh of its present magnitude, were the result of overcrowding, it stands to reason that, in the absence of dock accommodation, the increased business must have gone to the out-ports, and, failing the necessary accommodation there, have located itself on the Continent. This, it is unnecessary to say, would have been nothing short of a national calamity. Look at Liverpool, a little fishing village at a time when London absorbed four-fifths of the business of England and Wales. But the dangers incident to the navigation of the Mersey early called attention to the necessity of artificial water accommodation for its shipping. This the people of Liverpool were wise enough to recognise; and who can doubt that Liverpool, which, considering its importance three hundred years ago, has grown even more rapidly than London, owes its marvellous prosperity to its magnificent dock system. Look, again, at Bristol. Time was when Bristol, as a port, ranked next to London; and why? Simply because of her unrivalled geographical situation and the early establishment of the dock system. Why does Bristol no longer occupy that prominent position? Because, as is generally the case where Nature has done so much, Art, her handmaid, has been less assiduous in her attentions than at London, Liverpool, Hull, and other places; and so, in the race for commercial prosperity, Bristol has been left behind by her younger, and more enterprising, sisters. Clearly Nature intended Bristol to be, what she once was, the most flourishing port on the west coast of England, and no mean rival of London. But the Bristolians appear to have forgotten that large ships need plenty of water, and that the Avon, like some people of unsettled habits, has a strange fancy at times for leaving its bed unoccupied. Could the good people of Bristol be induced to dockise that very erratic stream within a respectable distance of its mouth, I am inclined to believe that many a shipowner who now sends his vessels to London would think it worth his while to escape the dangerous Channel passage by ordering them into Bristol, more especially with an equalization of railway rates. I never visit this grand old city, so rich in historic memories of maritime enterprise, the birthplace of Sebastian Cabot, the real founder of the great Russia Company, the moving spirit amongst the ‘Merchant Adventurers,’ and ‘Grand Pilot of England,’ without feeling that, sooner or later, she will again assert that supremacy in the West which is her natural heritage. The new docks at Avonmouth and Portishead are a step in this direction, and cannot fail, if well worked, to command a large share of the business of the Western world. If I am right, then for peaceful, prosperous, contented Bristol there are even greater things in store than she has ever yet dreamed of in her commercial philosophy.

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.

_Legal Quays._

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

_Uptown Warehouses and Vaults._

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.

_Sufferance Wharves, at which certain goods may be landed and warehoused._

Allhallows.
British and Foreign.
Brooks’.
Bull.
Butler’s.
Chamberlain’s.
Commercial.
Commercial Dock.
Cotton’s and Depôt.
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.

_Sufferance Wharves at which certain goods may be landed._

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 (Regent’s Canal Dock).
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.

This is a view (_see_ Frontispiece) of the South-West India Dock seen from the western end. I have had this view taken especially to illustrate the few remarks with which I shall close my lecture. You will observe the accumulation of barges just inside the dock waiting to go out, and you will be able to form some idea of the terrible inconvenience which the presence of these craft must cause in the dock, crowded as it constantly is with shipping; and it so happens that the accumulation of these barges is greatest when there is the least room for them. I must ask you to imagine that behind these barges there are several ships waiting to leave the dock, and that _outside_ the dock there is a similar accumulation of lighters and large vessels waiting to come in. The presence of these barges, as shown in this view (which it must be remembered was photographed on the spot, and with no thought of using it in this connection), will help to convey some idea of the delays and risk which they cause in the docking and undocking of vessels—a delay and risk which, as I shall presently explain, the Dock Companies are compelled to incur altogether _free of charge_.

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.

But the Government not only made ample _money compensation_ for the rights which they invaded by granting the dock monopolies, they also made access to the vessels in the docks as free as if they had still discharged in the river; that is to say, the waters of the dock were to be accessible, free of charge, to anybody who wished to bring in lighters, for the purpose of taking goods or ballast to or from any vessels lying in them. The reason for this is obvious. Virtually the Government said to the Dock Companies: ‘As we have compelled ships to enter your docks, you must not tax certain lighterage to or from those ships.’ And this was perfectly reasonable and fair so long as such compulsion existed; that is to say, so long as the Dock Companies got a _quid pro quo_ for the free use of the dock waters by the goods secured to them by the monopolies. But so soon as ships became free to go where they pleased, and the docks were left to compete with the wharves on even terms, this restriction upon their obvious right to charge for the use of their property should have been removed also. It must always be borne in mind that the _basis_ of the arrangement in regard to the _free use of the dock waters_ was the _compulsory alienation_ of certain shipping to the docks, which had hitherto been _free to discharge in the river_; hence it is obvious that so soon as that freedom was restored to the shipping referred to, the _raison d’être_ of the restriction upon the docks ceased to exist. Mr. Lindsay, an impartial witness, from whose valuable work I have already ventured to quote, cannot help noticing this anomaly. He remarks: ‘These privileges, granted originally to stifle opposition, they (the lightermen) still retain to their gain, and that of the wharfingers, but to the loss of the Companies. Surely, when the monopoly of the Companies had expired—a monopoly to which, for the time, they were fully entitled, considering the service they had rendered to the Crown, in the protection of the revenue—these privileges to the barge-owners should also have been withdrawn.’

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.

But this is not the only hardship experienced by the Companies. The expense and inconvenience in working the docks owing to the number of these barges in them cannot be measured by money loss. In the West India Docks alone there have been 500 barges at one time occupying the water space when most urgently needed for the working of ships. The delays caused in the docking and undocking of vessels in consequence of the glut of craft waiting at tide time to enter or leave the docks are sometimes attended with considerable danger. In fact, this view represents the normal condition of the dock entrances whenever there is an influx of shipping. Every barge entering and leaving the docks, of course entails a distinct service on the Companies for their own protection, for which the parties so compulsorily served pay nothing; and the most startling feature in the case is the fact of the growing magnitude of this burden. Some idea of its extent may be seen when I state that the number of barges which entered the East and West India Docks alone in 1869 was 51,985. In 1874 the numbers had rushed up to 61,390—-an increase of 20 per cent. in five years. Surely these facts speak for themselves, and bear me out in the assertion that there are no other public bodies in London which, having rendered such incalculable service to the port, have been left in such an anomalous position. In fact, you will see that the Dock Companies are pretty much in the position of a man who, having been induced to build a house on a particular spot on the understanding that a tenant would always be found for it, not only loses his tenant but finds himself compelled to maintain his house in a high state of efficiency, and to keep a large staff of servants to wait upon anybody who may take a fancy to anything in it, without so much as feeing the porters.

In dealing with this question you will observe that I have carefully abstained from any arguments as such, preferring to leave the facts to speak for themselves. I might have told you that before the docks were in existence it was the practice at the wharves to charge half-wharfage rates on goods passing over them; and I might have argued that if this were recognised as right in a free river, surely the Dock Companies should not be refused some equivalent return for the use of the dock waters—a private property which has cost many millions. From this argument and many kindred arguments I have abstained; but in closing my lecture I must be permitted to anticipate just one objection. It may be said, why did not the Dock Companies move in this matter when their monopolies expired? My answer will be appreciated by all practical men. When the dock monopolies expired, the business of the port was not one-fourth of its present magnitude, to say nothing of the fact that the lighterage to the docks was so insignificant that it entailed no practical inconvenience. The force of this will be seen when it is borne in mind that the tonnage of inward shipping, British and foreign (exclusive of the coasting trade), which entered the port in 1827—the date of the expiration of the monopolies—was only 990,170 tons; and as by far the greater portion of the cargoes brought by vessels which entered the docks was left in them for warehousing, the lighterage was, necessarily, of very limited extent, and remained so, until the repeal of the monopolies began to take practical effect in the diversion of goods from the docks. But, side by side with the gigantic increase in the commerce of the port, there has been a corresponding increase in this gratuitous lighterage business. Its magnitude is seen at a glance when I say that in the year 1874 the tonnage of British and foreign inward shipping (exclusive of the coasting trade) had reached the enormous total of 4,671,676 tons. Of this vast tonnage nearly 3,500,000 tons discharged in the docks, and of this 3,500,000 tons of register tonnage, probably representing 4,000,000 tons gross of goods, more than half was removed from the docks. Thus, it will be seen that to argue that because the Dock Companies, _when their monopolies expired_, did not regard the free use of their waters as a grievance grave enough to call for the interference of Parliament, ought not to complain and have no right to such interference _now_, is to ignore the fact, patent to everybody, that circumstances have so entirely changed the relations which formerly existed between docks and wharves that no analogy exists to warrant such a conclusion. It was utterly impossible for the Dock Companies, fifty years ago, to foresee this gigantic growth in the business of the port, and the complete revolution which has since taken place in the imperial tariff, by which the docks have been so prejudicially affected. There cannot be a doubt that in continuing this concession without the protection of a monopoly, the Dock Companies made a great mistake; but it is one which a grasping and selfish policy should not be suffered to perpetuate. Both competitors for the trade of the port, the docks should be as free from unfair restrictions as the wharves; and it is to be hoped that before long the love of fair play, and hatred of oppression, of which we Englishmen claim to be so proud, will find expression in a great practical remonstrance, in which this burdensome tax upon the vitality and prosperity of the dock establishments, to the foundation of which London mainly owes its marvellous development as the great entrepôt for the commerce of the world, will be indignantly swept away.

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.

_Spottiswoode & Co., Printers, 38 Royal Exchange, E.C._

Appendix A.

MR. EDWARD OGLES’ PLAN.