of the comparative security and good order enforced by the pacha. (We have gleaned these details from the different works of Burckhardt, particularly from his Travels in Arabia, vol. i. pp. 1-100.) DOCKS are artificial basins for the reception of ships. The term has been supposed by some to be derived from the Greek dekoμal, to receive; but it is obviously no other than the Teutonic dock, originally perhaps derived from dekken, to cover, enclose, or protect. Docks are of two sorts-wet and dry. Wet docks are generally constructed with gates to retain the water. Ships are admitted at high water; and the gates being shut, they are kept constantly afloat. A dry dock is intended for the building, repairing, or examination of ships. The ships to be repaired or examined are admitted into it at high water; and the water either ebbs out with the receding sea, or is pumped out after the gates are shut. Utility of Docks. The construction of wet docks has done much to facilitate and promote navigation. A large vessel, particularly if loaded, could not be allowed to come to the ground, or to lie on the beach, without sustaining considerable injury, and perhaps being destroyed; and even the smaller class of vessels are apt to be strained, and otherwise hurt, if they are left dry, unless the ground be very soft. Hence, when large vessels have to be loaded or unloaded where there are no docks, and where the water close to the shore or quay is not sufficiently deep, the work can only be carried on during a particular period of each tide; it being necessary, in order to keep the vessel afloat, that she should leave the shore with the ebbing tide. Attempts have sometimes been made to obviate this inconvenience, by running jetties or piers to such a distance into the sea, that there might always be a sufficient depth of water at their heads: but this can only be done in peculiar situations; and it requires that the ship's position should be frequently changed. It is in most cases, too, impossible properly to protect the cargoes of ships loading or unloading at quays, or on the beach, from depredation. Previously to the construction of the wet docks on the Thames, the property annually pillaged from ships was estimated to amount to 500,000l. a year, though this is probably much exaggerated. III. LIVERPOOL AND BIRKENHEAD DOCKS, SHIPPING, ETC. V. HULL DOCKS, SHIPPING, ETC. I. DOCKS ON THE THAMES. It is singular that notwithstanding the obvious utility of wet docks, and the vast trade of the metropolis, there was no establishment of this sort on the N. side of the Thames till nearly a century after a wet dock had been constructed at Liverpool. The inconvenience arising from the crowded state of the river, at the periods when fleets of merchantmen were accustomed to arrive, the insufficient accommodation afforded by the legal quays and sufferance wharfs, the necessity under which many ships were placed of unloading in the river into lighters, and the insecurity and loss of property thence arising, had been long felt as almost intolerable grievances: but so powerful was the opposition to any change, made by the private wharfingers and others interested in the then existing order of things, that it was not till 1793 that a plan was projected for making wet docks, on anything like an adequate scale, for the port of London; and six years more elapsed before the act for the construction of the West India Docks was passed. 1. West India Docks, now conjoined with the East India Docks. The West India Docks were the first, and continue to be the most extensive, of the great warehousing establishments formed in the port of London. Their construction commenced in February, 1800, and they were partially opened in August, 1802. They stretch across the isthmus joining the Isle of Dogs to the Middlesex side of the Thames. They originally consisted of an Import and Export Dock, each communicating, by means of locks, with a basin of 5 or 6 acres in extent at the end next Blackwall, and with another of more than 2 acres at the end next Limehouse: both of these basins communicate with the Thames. To these works were added, in 1829, the South Dock, formerly * The Commercial Dock appears to have been opened so early as 1660.-See post. the City Canal, which runs parallel to the Export Dock. This canal was intended to facilitate navigation, by enabling ships to avoid the circuitous course round the Isle of Dogs. It was, however, but little used for that purpose, and is now appropriated to the wood trade, for the greater accommodation of which a pond of 19 acres has been formed on the south side for the reception of bonded timber. The Export Dock, or that appropriated for ships loading outwards, is about 870 yards in length, by 135 in width; so that its area is near 25 acres: the North or Import Dock, or that appropriated for ships entering to discharge, is of the same length as the Export Dock, and 166 yards wide; so that it contains nearly 30 acres. The South Dock, which is appropriated both to import and export vessels, is 1,183 yards long, with an entrance to the river at each end; both the locks, as well as that into the Blackwall Basin, being 45 feet wide, are large enough to admit ships of 1,200 tons burden. At the highest tides, the depth of water in the docks is 24 feet; and the whole will contain, with ease, 600 vessels of from 250 to 500 tons. The separation of the homeward bound ships, which is of the utmost importance for preventing plunder, and giving additional security to the revenue and the merchant, was, for the first time, adopted in this establishment. The Import and Export Docks are parallel to each other, being divided by a range of warehouses, principally appropriated to the reception of rum, brandy, and other spirituous liquors. There are smaller warehouses and sheds on the quays of the Export and South Docks, for the reception of goods sent down for exportation. The warehouses for imported goods are on the four quays of the Import Dock. They are well contrived, and of great extent, being calculated to contain 160,000 hhds. of sugar, exclusive of coffee and other produce. There have been deposited, at the same tinie, upon the quays, under the sheds and in the warehouses belonging to these docks, 148,563 hhds. of sugar, 70,875 casks and 433,648 bags of coffee, 35,158 puncheons of rum and pipes of Madeira wine, 14,021 logs of mahogany, 21,350 tons of logwood, &c. The whole area occupied by the docks, warehouses, &c. includes about 295 acres; and the most effectual precautions are adopted for the prevention of fire and pilfering. This spacious and magnificent establishment was formed by subscription, the property being vested in the West India Dock Company, the affairs of which were managed by 21 directors as a body corporate. The West India Docks proved a very successful undertaking, and have been highly beneficial to the original shareholders as well as to the trade of the port. All West India ships frequenting the Thames were obliged to use them for a period of 20 years from their completion. The dividend on the Company's stock was limited to 10 per cent.; and after making dividends to the full amount, with the exception of the first half year, they had in 1819 an accumulated fund of near 400,000l. But they then diminished their charges, at the suggestion of a committee of the House of Commons; and having been since still more considerably reduced, the surplus has been absorbed. The nearest dock-gate is at Limehouse, and the other about mile farther from town. There are 2 docks; 1 for The Import Dock conThe entrance basin, which The East India Docks, united with those now described in 1838, are situated at Blackwall, about 3 miles from the Exchange, and were originally intended for the accommodation of ships employed by the East India Company, or in the East Indian trade; but they are now open to vessels from all parts. ships unloading inwards, and 1 for those loading outwards. tains about 18 acres, and the Export Dock about 9 acres. connects the docks with the river, contains about 23 acres: the length of the entrance lock is 210 feet, the width of the gates 48 feet clear. The depth of water in the East India Docks is never less than 23 feet; so that they can accommodate ships of greater burden than any other establishment on the river. There is attached to them a splendid quay fronting the river, nearly 700 feet in length, with water sufficient at all times of the tide to float the largest steam ships: and the Export Dock is furnished with a machine for masting and dismasting the largest ships. Exclusive of the magnificent warehouses attached to the West India Docks, the East and West India Dock Company possess the East India warehouses in Billiter Street, Fenchurch Street, Jewry Street, and Crutched Friars; in which they warehouse and show tea, indigo, silk, drugs, spices, &c. These docks have railway communications both with the N. London line and with the Blackwall line. The capital of both establishments, or of the United Company, amounts to 2,065,668Z., the dividend on which is at present 6 per cent. The management is vested in a board of 32 directors. The consolidation of the establishment was advantageous to the shareholders by reducing the expense of management, and to the public by giving a greater choice of accommodation to vessels frequenting the docks. The inconvenience of the distance at which these docks are situated from the Exchange has been in a great degree obviated by the opening of the railway to Blackwall, and by the exhibition of samples in the Company's upper warehouses. Still, however, the charge on account of cartage is a little heavier on goods warehoused at the docks of this company than on those warehoused farther up the river. But, on the other hand, ships entering the East India or West India Doeks avoid a considerable extent of troublesome, if not dangerous navigation, that must be undertaken by those bound for the London and St. Katherine's Docks. RULES AND REGULATIONS TO BE OBSERVED, AND RATES TO BE PAID, BY SHIPPING IN THE EAST AND WEST INDIA DOCKS. Regulations for Shipping to be observed by Masters, Pilots, and other Persons having the charge of Ships, Vessels, Lighters, or Craft, coming into, lying in, and going out of, the East and West India Docks, pursuant to Act 2nd W. IV. cap. 52. The Company's Moorings. The moorings in the river, within 200 yards of each of the entrances at Blackwall, and that into Limehouse Basin, and within 150 yards of the Limehouse entrance of the South Dock, are reserved for the exclusive use of vessels entering into, or which have recently come out of the docks. Pilots must not attempt to place ships inside the buoys, if other ships have previously brought up, but bring them to their berths in due succession on the outside, unless they shall be expressly ordered by the dock master to take a berth inside the tier for the convenience of docking. Vessels about to enter and leave the Docks. Signals. A blue flag will be kept flying at each entrance the whole time proper for docking and undocking; at high-water mark, the flag will be struck, after which no pilot must sheer his vessel in, unless directed so to do by the dock master. Preparing ships for admission. No time should be lost in getting the anchors properly secured and stowed, sails furled, quarter boats lowered down, guns unloaded, gunpowder put out. All ships are required to send down top-gallant yards and strike top gallant masts, and to have their jib and mizen booms rigged close in, bomkina, martingales and all outriggers unshipped, and the yard well topped up whenever ordered by the dock master. Order of admission. The dock masters have, under the Dock Acts, full powers to direct the mooring, unmooring, moving, or removing all ships, vessels, or craft, within the Company's limits, and will direct the docking of vessels gene. rally in the order in which they arrive; but if any vessel shall attempt to gain admittance contrary to the directions given by the dock master, the owner, and the master, pilot, or other person in charge, must be responsible for all consequences. Entering. The ship must be ready to send good and sufficient warps to each pier, when directed by the dock master. When within the piers, proper ropes will be handed on board when requisite to guide and check the vessel through the lock: the vessel must be hauled a-head by her own warps, and they are on no account to be cast off, unless ordered by the dock master. Every pilot must bring his boat into the basin, or South Dock, as it is a most essential part of his duty to moor the ship. Vessels about to leave the Docks. - Export vessels should be hauled down in sufficient time to be at the River Locks, at Blackwall, at low water; to prevent inconvenience during the time that other vessels are requiring admission, which must have the preference. Vessels can only be let out after high water, upon the special request of the officers in charge of them. Ships going into the river must use their own ropes, as they are out of the dock master's charge when clear of the outer gates. Ships' Boats.-The Company take no charge of ships' boats, and are not responsible for them; it therefore rests with the owner of the ship to take such measures as will ensure their safety. Discharging. Two true copies of the manifest of the cargo must be delivered into the General Office, at the Dock House, in Billiter-quare, within 12 hours after every vessel shall enter the docks, or after the cargo shall have been reported at the Custom House, which shall first happen. Penalty for refusal or neglect, any sum not exceeding five pounds. -2nd W. IV. cap. 52, sec. $1. No ships can be allowed to break bulk until their cargoes are duly entered. All baggage or presents should be sent as promptly as possible to the baggage warehouse, where an authority from the master for the delivery thereof must be lodged. Packages of bulion or specie (whether cargo or private property) must be delivered by the captain, under his own responsibility. The delivery of goods overside will also rest with the master, and he must take ruch steps as he may think necessary to protect his owners in respect to their freight. Eastern and Western Import, and Export Docks, the Basins, and South Dock. All vessels entering or lying in these docks and basins continue in charge of the masters and owners. It is the duty of the pilots, or officers and crews, to transport their respective vessels, except otherwise provided for by the table of rates, under their own responsibility, to or from the river, and to or from any part of the docks or basins, as directed by the dock master. Light ships on entering from the river must be provided with sufficient hands to dock and transport them, and should move in due time into the dock; otherwise they will be removed by the dock master, and the owners charged with the expense. Ships taking in cargoes will be moored at the quays in due rotation. Light ships not taking in goods must be moored in either of the docks or basins, as the dock masters may judge convenient. While ships are lying at or moving to or from the quay, all out riggers should be got in and made snug; and sails are by no means to be loose while so moving, or after day light. No ship must be removed from her Lerth without notice being given to the dock master, and his assent as to the time of removal being obtained. Craft must be fastened to the ships from which they are receiving, or to which they may be delivering goods. Convenient recep acles on the quays are provided, wherein all dust, ashes, and other refuse matters are to be deposited, and which shall be cleared by the person appointed by the Company, and by no one else. No vessel can be permitted to take in ballast after day-light, or before day-break. Ships' provisions or stores cannot be permitted to pass the gates without an order signed by the captain or owner. Neither caulking nor plumbers' work can be allowed without special permission, to be obtained from the principal of police. Fire and Candle. - Special licences will be granted to use fire and candle in all the docks and basins, on application to the principal of the police, made by the master or owner of the vessel, specifying the names and capacity of the persons in charge of the ship, and engaging to be responsible for their attention to the regulations. Every such licence will express the place in which fire may be kept, and the circumstances under which it may be used: upon the slightest infringement of the conditions the penalty prescribed by law will be rigidly enforced. Opening and shutting the Getes. The gates will be opened at 6 o'clock in the morning, and shut at 8 o'clock in the evening, from the 1st of March to the 10th of November; and from the 11th of November to the last day of February, opened at 7 in the morning and shut at 7 in the evening. or Captains and chief mates may be furnished with tickets upon applying at the police office, at the Eastern Western Import Dock, which will entitle them to admission till 9 o'clock, p. m. but no person whatever can be allowed to go out after the hour for closing the gates. Hours of Attendance. The hours of attendance are, from 1st March to 31st October inclusive, 8 in the morning to 4 in the afternoon; from 1st November to the last day of February, inclusive, 9 in the morning to 4 in the afternoon; and there is to be no intermission of business during these hours. No holidays are kept, except Sundays, Christmas Day, Good Friday, Fast Days appointed by Royal Proclamation, and the King's or Queen's Birth Days. TONNAOR RATES. Sailing Vessels inwards discharged by the Company. For docking, mooring, and removing within the docks and basins, unloading the eargo, and the use of the docks, for 4 weeks from the final discharge: - viz. ton reg. Laden with sugar, otherwise than after-mentioned, or s. d. other goods packed in bales, bags, baskets, serons, casks, cases, chests or similar packages, (except oil direct from the fisheries, tallow, or ashes), metal, in pigs, bars, rods, plates, or similar picces, wood in billets, such as dye woods f 6 - 1 - 0 6 2 0 And in addition, for every load or ton of blue gum wood, and the like; or oil in iron tanks Laden with chests of sugar, 5 ewt. and upwards, including ship's cooperage Laden entirely, or in part, with hhds. and tierces of sugar or molasses from the West Indies, including ship's cooperage Laden with mat ogany, cedar, or other furniture wood in logs or planks 963 -2 6 - 2 6 Laden entirely with hemp or goods in bulk, or oil direct from the fisheries - 1 And in addition for every ton of oil in tanks Laden entirely with tallow Laden with mixed cargoes, tallow, ashes or goods in bulk. For every ton of hemp And, in addition, for every load of hardwood or masts O For every load of pine or fir timber - 0 Laden with timber from Africa, or the East Indies, or like timber cargoes 640 9966 And, in addition, for every load discharged over side Laden with guano - 3 0 -1 0 - 1 9 *The use of the docks is allowed from the date of entrance, for 6 weeks for vesseis from Hambro', Bremen, Embilen, or the Mediterranean, and 4 weeks for vessels laden with guano; and when the discharge by the Company of any vessel is postponed by desire of the owners, 6 weeks only are allowed free of rent. The expense of labour incurred, and of materials brokenor injured in the discharge of cutch or gambier and other packages when they adhere together, will be charged in addition. The expense of mooring, unmooring, and removing, is not included. If such vessels load outwards, 3d. per ton additional will be charged. For remaining over the periods specified :Sailing vessels per week 0 1 Steam vessels lying up, repairing, or fitting machinery 0 4 All vessels which re-enter after having been out for repair, will be allowed their privilege without reckoning the time they remained out. For the more expeditious discharge of vessels unloaded by the Company every assistance may be obtained in clearing the decks, or stiffening them; coopering water casks and ship. ping them, when filled. Should the Company's moveable machinery be desired for such purpose, it will be lent upon application to the superintendent The following charges will be made for such services: The prices of the above table are for each operation, which includes the use of masting-falls and slings. Freight Books.-Abstract of cargoes, for the purpose of making up freight accounts, is supplied, on application at the Dock-house, Billiter-square, at the following charges: Each abstract, containing the weights, measurement, or quantities, of 10 marks or parcels, or under 3. d. - 2 0 3 6 of 11 to 20, ditto. Upwards of 20, each mark or parcel, 2d. ; but not to exceed 108. d., including an abstract of the certificates of damage. Rates and Charges must be paid before the vessels leave the docks, either at the docks, or at the Dock-house in London. Regulations, &c., regarding Merchandise. No ship is allowed to break bulk until her cargo is duly entered; it is therefore important that consignees should give directions for the entry of their respective consignments at the Custom-house, as soon as the ship is reported. Baggage and presents may be cleared at the baggage warehouses, after examination by the revenue. Particular attention is necessary to the regularity of the indorsements of bills of lading, as the Company's officers cannot pass any bill on which the authority from the shipper to the holder is not deduced by a complete and accurate chain of indorsement. Every bill of lading should be specially indorsed, so as to clearly designate the party to whose order the contents are to be delivered. In all cases of informality in bills of lading from want of indorsement, &c., or of their being lost, application must be made to the court by letter, stating the circumstances, and enclosing any documents which will show the title to the goods: in every such case the applicant must engage to indemnify the Company, by bond or otherwise, as the court may direct. When bills of lading are produced, which are at variance with the manifest as to the original consignee, the Company will not pass any delivery order founded thereon, until three clear days shall have elapsed. The delivery of goods afloat will be the act of the captain or officer in charge of the vessel. No order can be received until the manifest of the cargo, duly certified by the captain, has been deposited at the Dokhouse; the orders of the importers of all goods intrusted to the East and West India Dock Company's management may then be passed. When parties holding orders for delivery from the quays, wish the goods housed in their own names, or in the names of other parties, they must lodge the order indorsed to that effect, and warrants will be granted accordingly. All merchandise warehoused under the care of the Company, is deliverable by warrant; but in the ordinary course of business, Muscovado sugar, wood (excepting ebony and dye wood from the East Indies), goods imported in bulk, and sundry other articles, according to custom, are deliverable by cheques, or sub-orders. Warrants, however, will be granted at the desire of the proprietor, for any article warehoused in packages, or for the whole quantity of a bulk, as imported, or for any allotment of such bulk, on payment of the expense of separating it into distinct and corresponding parcels. That the course of business may be fully understood, the attention of importers and purchasers of produce is particularly requested to the following memoranda : WARRANTS for goods which are usually sold without lotting, will be made out for such quantities as have been found gen. erally convenient to the importers. For goods which are lotted, made merchantable, &c., the warrants will be made out as soon as the operations are performed. When directions from the importer are required, notice will be given on the landing accounts, or otherwise. number of fit and proper persons, and to make a reasonable charge for the same upon the owner or owners, consignee or consignces.-Sec. 94. |