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PAPERS READ at the 48Th LAMAS LOCAL HISTORY CONFERENCE HELD at the MUSEUM of LONDON in NOVEMBER 2013: ‘THE RIVER and PORT of LONDON’

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PAPERS READ at the 48Th LAMAS LOCAL HISTORY CONFERENCE HELD at the MUSEUM of LONDON in NOVEMBER 2013: ‘THE RIVER and PORT of LONDON’ PAPERS READ AT THE 48th LAMAS LOCAL HISTORY CONFERENCE HELD AT THE MUSEUM OF LONDON IN NOVEMBER 2013: ‘THE RIVER AND PORT OF LONDON’ RE-INVENTION AND CHANGE: THE Quays and Sufferance Wharves. A ‘London PORT OF LONDON 1790—1938 dock mania’ marked the beginnings of Lon- don Docklands. Chris Ellmers The first generation docks included: West This paper cautioned against any simple, grand, India Docks, Poplar (1802); London Docks, positive narrative of London’s port development in Wapping (1805); East India Docks, Blackwall favour of one that might be seen as a ‘great game’, (1806); Commercial Docks, Rotherhithe (1807 akin to that of chess. onwards); Grand Surrey Canal and Basin, Rotherhithe (1807 onwards); East Country London’s first trading docks Dock, Rotherhithe (1811); and Regents Canal Dock, Limehouse (1820). Historians have drawn heavily on the grand The London Docks originated as Vaughan’s narrative of port development presented in ‘Merchants’ Dock’ (1793), intended for all John Pudney’s London’s Docks (1975), which valuable cargoes. Robert Milligan’s 1794 moved along, apparently logically, from proposal for the West India trade on the negative cause to positive effect. It began remote Isle of Dogs, however, emerged as with the chaotic state of the river and quays a rival. This was later backed by George in the 1790s – as depicted by his heroes, Hibbert, other leading West India merchants, William Vaughan and Patrick Colquhoun – and the City Corporation. The 1799 Port and ended with magnificent trading docks. Enquiry supported both schemes, but prior- Both Vaughan and Colquhoun constructed itised the West India Docks. To help secure polemics of a port suffering from delays and its capital funding, Parliament agreed a 21- overcrowding (Vaughan), and depravations year ‘compulsory clause’ relating to all West by ‘delinquent’ portworkers (Colquhoun). India import cargoes, except tobacco. This Others challenged such views. At the 1796 split London’s West India trade and the wider Port Enquiry, Edward Ogle cogently argued trading community. for the reform of the river port, rather than Subsequent 21-year trading monopolies expensive new docks. supported the London Dock Company (tob- The 1799 Port Enquiry, however, endorsed acco, wines and brandies, and non-East and the proposed West India Docks and the West India rice) and the East India Dock London Docks. So began the transformation Company (East India cargoes). The Ware- of the port. Massive trading docks assumed housing Act of 1803, which created Revenue the dominant place of the old riverside Legal bonded warehouses, favoured these docks. 303 304 Papers read at LAMAS Local History Conference held at the Museum of London November 2013 Fig 1. The North Quay of the London Docks, by Henry Moses, 1825 (Author’s collection) Hibbert promulgated the positivist model of Competition arrives port improvement, describing his colleagues as ‘gentlemen who had undertaken with a sort Dock monopolies expired between 1823 of Quixotic spirit, the rescuing of the West and 1827. Concerted opposition to the India trade from … plunderage’. Hibbert West India Dock Company’s monopoly conveniently ignored the intense rivalry extension attempt came from the London with the Wapping developers, the divisive Dock Company, the Commercial Dock split caused by his Company’s compulsory Company, and the leading free trader, clause, and the fact that it was essential for Thomas Tooke. Alarmed by its huge ‘surplus funding. The positivist model also ignored fund’ of £448,148, Parliament rejected the the entrenched relationship with West India Company’s petition, arguing that it ‘opens slavery. Plantation profits were invested in the way for free competition among the both the West India and London Docks and Docks’. Laissez-faire and free trade became some investors engaged in many slaving increasingly linked to an expanding British voyages before abolition in 1807. The West economy India Docks remained the main destination A new ‘free trade’ dock also emerged on of plantation products until the abolition of the very edge of the City. St Katharine’s slavery in 1834. Dock (1828—1829) was the brainchild of Sir Government compensation awards to river John Hall and Thomas Tooke. The scheme, port operators provided another subsidy to however, was flawed: foreign trade was the monopoly dock companies. The owners not buoyant; the existing docks had over- of lighters and barges, however, gained free capacity; and the site was built-up, containing access to the docks through ‘free water 1,250 tenements, over 11,000 people, two clauses’. graveyards and the medieval foundation of Lacking protective monopolies, other St Katharine. Despite opposition from the docks focused on bulk cargoes of imported London Dock Company, the Commercial softwoods and grain. Until the dock mon- Dock Company, the Grand Surrey Canal opolies expired, the Legal Quays and Suf- Company, the Sufferance Wharfingers, ferance Wharves handled less valuable duti- and the Fellowship Porters, the dock was able cargoes and the coastwise trade. approved. The small and restricted site Papers read at LAMAS Local History Conference held at the Museum of London November 2013 305 presented serious funding, engineering, and the Royal Albert Dock. In response, the East building challenges. Early profits fell below & West India Dock Company opened the expectations. large new deepwater Tilbury Docks (1886), The loss of the dock monopolies, the 20 miles downriver. Financial ruin ensued, opening of St Katharine’s Docks, the re- forcing a working arrangement with its old emergence of the riverside Legal Quays and rival as the London & India Docks Joint Sufferance Wharves as players, together with Committee. Separate protective and working the increasing significance of the free water arrangements were made with the other clause, created a chill wind of competition. docks. The West India Docks and the London From 1864 the successful Rotherhithe Docks undertook building and development docks – with their staples of timber and schemes. In 1836, the West India, East grain – operated as the Surrey Commercial India and St Katharine’s Dock Companies Dock Company, which opened the large new purchased some of the East India Company’s Canada Dock (1876). City warehouses to advance their competing far eastern trades. The East and West India A new era Dock Companies amalgamated in 1838. Free trade increased in the 1840s with the In 1901, the London & India Docks Company repeal of many duties, the Corn Laws (1846) superseded the Joint Committee. Larger and the Navigation Acts (1849). After 1824 dock groupings made sense in terms of trade the Legal Quays regained their powers. The and building investment. Although foreign erstwhile free trader, Sir John Hall, vigorously tonnages stood at around 9 million tons in opposed this. Moves to extend powers to 1900, 75% of all dock cargoes were lightered south side Sufferance Wharves were opposed to the competing riverside wharves. by Hall, the London Dock Company, the East Port users complained of insufficient & West India Dock Company, and the Legal facilities, delays in ship handling, poorly Quay Wharfingers. The dock companies dredged river channels, limited railway and repeatedly tried to repeal their free water lighterage links, excessive dock and port clauses. From 1853, leading Sufferance charges, and a confusing division of port Wharves gained wider bonding privileges, responsibilities. A misguided attempt by the which resulted in extensive rebuilding. London & India Docks Joint Committee to remove the free water clause resulted in Boom and bust: 1850—1900 fierce opposition and a Royal Commission on the port (1900—1902). This bore fruit in Whilst foreign trade shipping entries 1909 when the Port of London Authority increased from 2.0—9.2 million tons across (PLA) assumed responsibility for the docks 1850—1900, there were many crises. Not and tidal river. only were docks competing with each other Under the authoritarian control of Lord and the increasingly successful riverside Devonport, the PLA began an extensive wharves, but a radical new competitor app- works programme on new dock quays and eared with the opening of the Victoria sheds, channel dredging and wreck clearing. Dock (1855), downriver on the Plaistow The Great War delayed the King George Marshes. This heralded a second generation V Dock (1921) and the new Head Office of bigger docks, designed for steamships, (1922). Other port improvements continued railway connections and hydraulic power. apace. Although London was overtaken by In 1864 the London and St Katharine’s New York, total port tonnages increased from Dock Companies merged and purchased 18 to 44 million tons, across 1909—1938. The the Victoria Dock. The East & West India Second World War, however, saw London’s Dock Company could only respond with port facilities and communities subjected to the under-equipped South West India Dock the horrors of total war and devastation. A (1870) having failed to purchase the Millwall new phase of port history had begun. Dock (opened 1868). In 1881, the London & St Katharine Dock Company extended the Victoria Dock with 306 Papers read at LAMAS Local History Conference held at the Museum of London November 2013 ‘PRIMUS OMNIUM’: THE History OF who, it was claimed, were taking advantage POLICING THE RIVER THAMES of the lack of security on the Thames. Other ‘delinquents’ were operating in the port. The Robert Jeffries most audacious of these were known as ‘river This presentation covered the condition of the Thames pirates’. There were also gangs known as in the late 18th century and the reasons why London’s ‘night plunderers’, ‘light horsemen’, ‘heavy river required its own police presence, some 31 years horsemen’, ‘mudlarks’, ‘game watermen’ before the rest of London. and ‘game customs officers’. Each of these classes of criminal had their own ways of In the late 18th century London was the operating and preying on the vessels lying wealthy capital of arguably the richest and unprotected on the river for up to six weeks most powerful nation in the world at that at a time.
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