Movatterモバイル変換


[0]ホーム

URL:


Wikipedia

Port of London

ThePort of London is that part of theRiver Thames in England lying betweenTeddington Lock and the defined boundary (since 1968, a line drawn fromFoulness Point in Essex via Gunfleet Old Lighthouse to Warden Point inKent)[1] with theNorth Sea and including any associated docks.[2] Once the largest port in the world, it was the United Kingdom's largest port as of 2020.[3] Usage is largely governed by thePort of London Authority ("PLA"), a public trust established in 1908; while mainly responsible for coordination and enforcement[4] of activities, it also has some minor operations of its own.[5]

Port of London
Map
Click on the map for a fullscreen view
Location
CountryUnited Kingdom
LocationGreater London, Essex,Kent
Details
Opened1st century
Operated byPort of London Authority
Owned byPort of London Authority
No. ofberths30
Draft depth17.61 m
Employees45,000 (2015)
Statistics
Annual cargotonnage47,358,000 tonnes (2020)
Annualrevenue£4 billion (2015)
Website
https://www.pla.co.uk

The port can handle cruise liners,roll-on roll-off ferries and cargo of all types at the larger facilities in its eastern extent. As with many similar historic European ports, such asAntwerp andRotterdam, many activities have steadily moved downstream towards the open sea as ships have grown larger and the land upriver taken over for other uses.

History

edit
 
Former Port of London Authority Building,10 Trinity Square,Tower Hill

The Port of London has been central to the economy of London since the founding of the city in the 1st century and was a major contributor to the growth and success of the city. In the 18th and 19th centuries, it was the busiest port in the world, with wharves extending continuously along the Thames for 11 miles (18 km), and over 1,500cranes handling 60,000 ships per year. It was a prime target forNazi German bomber aircraft duringWorld War II (the Blitz).

The Roman port in London

edit

The first evidence of a reasonable sized trading in London can be seen during Roman control of Britain, at which time the Romans built the original harbour. The construction involved expanding the waterfront using wooden frames filled with dirt. Once these were in place, the wharf was built in four stages moving downstream fromLondon Bridge.[6] The port began to rapidly grow and prosper during the 2nd and 3rd centuries, and saw its final demise in the early 5th century with the decline in trade activity due to theRoman departure from Britain. The changes made to the banks along the port made by the Romans are so substantial and long-lasting that it was hard to tell where the natural waterfront really began.[7][8] However, the harbour within the Roman town was already in decline at the end of the 2nd century AD. It seems likely that a proper port developed at about this time atShadwell, about 1 mile (1.6 km) east of the Roman town[9]

London became a very important trading port for the Romans at its height in the 2nd and 3rd centuries. The harbour town grew and expanded quickly. The lavish nature of goods traded in London shaped the extravagant lifestyle of its citizens and the city flourished under Roman colonization.[10] The Roman expansion of port facilities and organisation of the London harbour have remained as the base of the London harbour.

Pool of London

edit
 
1905 Thames wharf map from London Bridge to Limehouse showing the Pool of London
 
Legal Quays between Billingsgate Dock and the Tower of London in John Rocque's plan of 1746. Behind Legal Quays lay Thames Street, with its warehouses, sugar refineries and cooperages.

Until the beginning of the 19th century, shipping was handled entirely within thePool of London on the stretch of the River Thames alongBillingsgate on the south side of theCity of London. All imported cargoes had to be delivered for inspection and assessment by Customs Officers, giving the area the name of "Legal Quays".[11] The Pool saw a phenomenal increase in both overseas and coastal trade in the second half of the 18th century. Two-thirds of coastal vessels using the Pool were colliers meeting an increase in the demand for coal as the population of London rose. Coastal trade virtually doubled between 1750 and 1796 reaching 11,964 vessels in 1795. In overseas trade, in 1751 the pool handled 1,682 ships and 234,639 tons of goods. By 1794, this had risen to 3,663 ships and 620,845 tons.[12] By this time, the river was lined with nearly continuous walls of wharves running for miles along both banks, and hundreds of ships moored in the river or alongside the quays. In the late 18th century, an ambitious scheme was proposed byWilley Reveley to straighten the Thames betweenWapping andWoolwichReach by cutting a new channel across theRotherhithe,Isle of Dogs, andGreenwich peninsulas. The three great horseshoe bends would be cut off with locks, as huge wet docks.[13] This was not realised, though a much smaller channel, theCity Canal, was subsequently cut across the Isle of Dogs.

Enclosed dock systems

edit
 
James Elmes' chart of the port, 1837, showing the enclosed docks at the beginning of Queen Victoria's reign

London's Docklands had their origin in the lack of capacity in the Pool of London which particularly affected the West India trade. In 1799, the West India Dock Act allowed a new off-river dock to be built for produce from the West Indies,[11] and the rest of Docklands followed as landowners built enclosed docks with better security and facilities than the Pool's wharves.

Throughout the 19th century, a series of enclosed dock systems was built, surrounded by high walls to protect cargoes from river piracy. These includedWest India Docks (1802),East India Docks (1803, originating from the Brunswick Dock of 1790),London Docks (1805),Surrey Commercial Docks (1807, originating from theHowland Great Wet Dock of 1696),St Katharine Docks (1828),Royal Victoria Dock (1855),Millwall Dock (1868),Royal Albert Dock (1880), andTilbury docks (1886).

The enclosed docks were built by several rival private companies, notably the East & West India Docks Company (owners of the East India, West India, and Tilbury docks), Surrey Commercial Docks Company and London & St Katharine Docks Company (owners of the London, St Katharine and Royal docks). By the beginning of the 20th century, competition and strikes led to pressure for amalgamation. A Royal Commission led to the setting up of the Port of London Authority (PLA) in 1908. In 1909, the PLA took control of the enclosed docks from Tower Bridge to Tilbury, with a few minor exceptions such asPoplar Dock which remained as a railway company facility. It also took over control of the river betweenTeddington Lock andYantlet Creek from the City corporation which had been responsible since the 13th century. The PLA head Office at Trinity Square Gardens was built byJohn Mowlem & Co and completed in 1919.[14]

The PLA dredged a deep water channel, added theKing George V Dock (1920) to the Royal group, and made continuous improvements to the other enclosed dock systems throughout the first two-thirds of the 20th century. This culminated in expansion of Tilbury in the late 1960s to become a major container port (the UK's largest in the early 1970s), together with a huge riverside grain terminal and mechanised facilities for timber handling. Under the PLA, London's annual trade had grown to 60 million tons (38% of UK trade) by 1939, but was mainly transferred to the Clyde and Liverpool during World War 2. After the war, London recovered, again reaching 60 million tons in the 1960s.

 
The London docks in 1882. TheKing George V Dock (andTilbury Docks, much further downstream) had not yet been built.
Summary timeline
Principal enclosed docks of the Port of London
YearNameCompanyArea
(water area unless stated)
Location nameSide of
river
Approx. river distance
belowLondon Bridge
Comments
1802West India DocksE&WIDCNorth (Import) Dock: 30 acres (12 ha);
Middle (Export) Dock: 24 acres (9.7 ha)
Isle of Dogsnorth3 mi (4.8 km)
1803East India DocksE&WIDC18 acres (7.3 ha)Blackwallnorth7 mi (11 km)Originating from the
Brunswick Dock of 1790
1805London DocksL&StKDCWestern Dock: 20 acres (8.1 ha);
Eastern Dock: 7 acres (2.8 ha);
30 acres (12 ha) (land)
Wappingnorth1.5 mi (2.4 km)
1807Surrey Commercial DocksSCDC17th-century original: 10 acres (4.0 ha);
eventually reached: 460 acres (190 ha)
Rotherhithesouth4 mi (6.4 km)Originating from the
Howland Great Wet Dock of 1696
1828St Katharine DocksL&StKDC23 acres (9.3 ha) (land)Tower Hamletsnorth1 mi (1.6 km)
1855Royal Victoria DockL&StKDC?Plaistow Marshes
todaySilvertown
north8 mi (13 km)
1860sSouth West India DockE&WIDC?Isle of Dogsnorth3.5 mi (5.6 km)
1868Millwall DockMillwall Dock Company36 acres (15 ha);
200 acres (81 ha) (land)
Millwallnorth4 mi (6.4 km)
1880Royal Albert DockL&StKDC?Gallions Reachnorth11.5 mi (18.5 km)
1886Tilbury DocksE&WIDC?Tilburynorth25 mi (40 km)
1912King George V DockPLA64 acres (26 ha)North Woolwichnorth11 mi (18 km)
Key
Company name
abbreviation
Company name
E&WIDCEast & West India Docks Company
L&StKDCLondon & St Katharine Docks Company
SCDCSurrey Commercial Docks Company
PLAPort of London Authority

Dockhands

edit
 
Charles de Lacy, "Mist in port, London"

By 1900, the wharves and docks were receiving about 7.5 million tons of cargo each; an inevitable result of the extending reach of the British Empire.[15] Of course, because of its size and grandeur, the Port was a place of work for many labourers in late 19th and early 20th century London. While most of the dockers were casual labourers, there were skilledstevedores who loaded ships, andlightermen who unloaded cargo from moored boats via barges. While these specific dockhands found regular work, the average dockhand lived day to day, hoping he would be hired whenever a ship came in. Many times these workers would actually bribe simply for a day's work; and a day's work could be 24 hours of continuous labouring. In addition, the work itself was incredibly dangerous. A docker would suffer a fatal injury from falling cargo almost every week during 1900, and non-fatal injuries were even more frequent.[16]

The London dockers handled exotic imports such as precious stones, African ivory, Indian spices, and Jamaican rum that they could never dream of purchasing themselves, and so robberies were very common on the London docks. Dockers would leave work with goods hidden under their clothes, and robbers would break into warehouses at night. While tobacco, pineapples, bearskins, and other goods were all targets of thievery, the most common transgression was stealing to drink. Many reports from the early 20th century detail dockers stealing bottles of brandy or gin and drinking rather than working. More often than not, the consequences were harsh. Five weeks of hard labour for one bottle ofHennessy brandy was not unheard of.[17]

These conditions eventually spurred Ben Tillett to lead theLondon Dock strike of 1889. The workers asked for only a minuscule increase in payment, but foremen initially refused. Over time the strike grew and eventually helped to draw attention to the poor conditions of London dockhands. The strike also revitalized theBritish Trades Union movement, leading to the betterment of labourers across London.[18]

Port industries

edit
 
Workers of the port of London unloading "Argentine chilled beef", August 1935

Alongside the docks many port industries developed, some of which (notablysugar refining,edible oil processing,vehicle manufacture andlead smelting) survive today. Other industries have included iron working, casting of brass and bronze,shipbuilding, timber, grain,cement and paper milling, armament manufacture, etc. London dominated the worldsubmarine communication cable industry for decades with works atGreenwich, Silvertown,North Woolwich,Woolwich andErith.

For centuries London was the major centre of shipbuilding in Britain (for example atBlackwall Yard,London Yard,Samuda Yard,Millwall Iron Works,Thames Ironworks,Greenwich, andDeptford andWoolwich dockyards), but declined relative to the Clyde and other centres from the mid-19th century. This also affected an attempt byHenry Bessemer to establish steel-making on theGreenwich Peninsula in the 1860s.[19] The last major warship,HMSThunderer, was launched in 1911.

 
A ship berths in the busyUpper Pool in 1962

The volume of shipping in the Port of London supported a very extensive ship repairing industry. In 1864, when most ships coming in were built of wood and powered by sail, there were 33 ship-repairing dry docks. The largest of these wasLangley's Lower Dock atDeptford Green, which was 460 ft (140 m) in length. While the building of large ships ceased with the closure of theThames Ironworks and Shipbuilding Company atLeamouth in 1912, the ship repairing trade continued to flourish. Although by 1930 the number of major dry docks had been reduced to 16, highly mechanised and geared to the repair of iron and steel-hulled ships.[20]

There were also numerous power stations and gas works on the Thames and its tributaries and canals. Major Thames-side gasworks were located atBeckton andEast Greenwich, with power stations includingBrimsdown,Hackney andWest Ham on theRiver Lea andKingston,Fulham,Lots Road,Wandsworth,Battersea,Bankside,Stepney,Deptford,Greenwich,Blackwall Point,Brunswick Wharf,Woolwich,Barking,Belvedere,Littlebrook,West Thurrock,Northfleet,Tilbury andGrain on the Thames.

The coal requirements of power stations and gas works constituted a large proportion of London's post-war trade. A 1959Times article[21] states:

About two-thirds of the 20 million tons of coal entering the Thames each year is consumed in nine gas works and 17 generating stations.Beckton Gas Works carbonises an average of 4,500 tons of coal every day; the largest power stations burn about 3,000 tons during a winter day.... Three more power stations, atBelvedere (Oil-firing), andNorthfleet andWest Thurrock (coal-firing), are being built.

This coal was handled directly by riverside coal handling facilities, rather than the docks. For example, Beckton Gas Works had two large piers which dealt with both its own requirements and with the transfer of coal to lighters for delivery to other gasworks.

A considerable proportion of the drop in London's trade since the 1960s is accounted for by loss of the coal trade, the gas works having closed following discovery ofNorth Sea gas, domestic use of coal for heating being largely replaced by gas and electricity, and closure of all the coal-burning power stations above Tilbury. In 2011, when Tilbury Power Station switched fully to burning biomass, London's coal imports fell to zero.[22]

The move downstream

edit
 
Tilbury in 1946, before major expansion as a container port

With the use of larger ships andcontainerisation, the importance of the upstream port declined rapidly from the mid-1960s. The enclosed docks further up river declined and closed progressively between the end of the 1960s and the early 1980s. Trade at privately owned wharves on the open river continued for longer, for example with container handling at the Victoria Deep Water Terminal on the Greenwich Peninsula into the 1990s, and bulk paper import atConvoy's Wharf in Deptford until 2000. The wider port continued to be a major centre for trade and industry, with oil and gas terminals atCoryton,Shell Haven and Canvey in Essex and theIsle of Grain in Kent. In 1992 Government privatisation policy led to Tilbury becoming afree port. The PLA ceased to be a port operator, retaining the role of managing the Thames.

Much of the disused land of the upstream London Docklands is in the process of being developed for housing and as a second financial district for London (centred onCanary Wharf).

The Port today

edit
 
Container shipCarpathia unloading at Northfleet Hope terminal, Tilbury

The Port of London today comprises over 70 independently owned terminals and port facilities, directly employing over 30,000 people.[23] These are mainly concentrated atPurfleet (with the world's largestmargarine works),Thurrock, Tilbury (the Port's current main container facility),London Gateway, Coryton andCanvey Island in Essex,Dartford and Northfleet in Kent, and Greenwich, Silvertown,Barking,Dagenham andErith in Greater London.

The Port of London handlescontainers, timber, paper, vehicles,aggregates,crude oil,petroleum products,liquefied petroleum gas, coal, metals, grain and other dry and liquid bulk materials.

In 2012 London was the second largest port in the United Kingdom by tonnage handled (43.7 million), afterGrimsby and Immingham (60 million).[24] The Port of London however handles the most non-fuel cargo of any port in the UK (at 32.2 million tonnes in 2007). Other major rival ports to London in the country areFelixstowe andSouthampton, which handle the most and second-most number of containers of British ports; in 2012 London handled the third most and the Medway ports (chieflyLondon Thamesport) the fifth.[25]

The number oftwenty-foot equivalent units of containers handled by the Port of London exceeded two million in 2007 for the first time in the Port's history and this continued in 2008. The Port's capacity in handling modern, large ships andcontainers is set to dramatically expand with the completion of the London Gateway port project, which will be able to handle up to 3.5 million TEUs per year when fully completed.

With around 12,500 commercial shipping movements annually, the Port of London handles around 10% of the UK commercial shipping trade, and contributes £8.5 billion to theUK's economy. In addition to cargo, 37cruise ships visited the Port in 2008.

 
Tate & Lyle refinery plant atSilvertown, London

Once a major refiner of crude oil, today the port only imports refined products. The Kent (BP) and Shell Haven (Shell) refineries closed in 1982 and 1999, and Coryton in 2012. A number of upstream wharves remain in use. At Silvertown, for example, Tate & Lyle continues to operate the world's largestcane sugar refinery, originally served by the West India Docks but now with its own cargo handling facilities. Many wharves as far upstream asFulham are used for the handling of aggregates brought by barge from facilities down river. Riverside sites in London are under intense pressure for prestige housing or office development, and as a consequence theGreater London Authority in consultation with the PLA has implemented a plan tosafeguard 50 wharves, half above and half below theThames Barrier.[26]

Intraport traffic

edit

In recent years there has been a resurgence in the use of the River Thames for moving cargo between terminals within the Port of London. This is seen to be in the main part due to the environmental benefits of moving such cargo by river, and as an alternative to transporting the cargo on the congested road and rail networks of the capital. Local authorities are contributing to this increase in intraport traffic, with waste transfer and demolition rubble being taken by barges on the river. The construction of theOlympic Park andCrossrail both used the river as a means of transporting cargo and waste/excavation material, and the ongoingThames Tideway Scheme also uses the river for these purposes, as well as for transporting of itsTunnel Boring Machines[27] as well as temporary offices.[28] The Crossrail project alone involved the transporting of 5 million tonnes of material, almost all of which is clean earth, excavated from the ground, downstream through the Port, from locations such as Canary Wharf to new nature reserves being constructed in the Thames estuary area.[29] This also includes the re-opening of wharves or jetties for various building projects along or near the Thames, Battersea coal jetty being the most recent.

In 2008, the figure for intraport trade was 1.9 million tonnes, making the River Thames the busiest inland waterway in the UK.

Expansion: London Gateway

edit
Main article:London Gateway

DP World'sLondon Gateway, opened in November 2013, is an expansion of the Port of London on the north bank of the Thames in Thurrock, Essex, 30 miles (48 km) east of central London. It is a fully integrated logistics facility, comprising a semi-automated, deep-sea container terminal on the same site as the UK's largest land bank for development of warehousing, distribution facilities and ancillary logistics services. It is a deep-water port able to handle the biggest container ships.

Policing the Port

edit

The Port of London once had its own police force – the Port of London Authority Police – but is today policed by a number of forces. These are the localterritorial police forces of the areas the Thames passes through (theMetropolitan,City of London,Essex andKent forces) and thePort of Tilbury Police (formed in 1992 and a remnant of the old PLA force). The Metropolitan police have a specialMarine Support Unit, formerly known as the Thames Division, which patrol and police the Thames in the Greater London area. A sixth police force in the Portmay be established with the creation of the London Gateway port.[citation needed]

See also

edit

References

edit
  1. ^Schedule 1 of thePort of London Act 1968
  2. ^Section 213 of thePort of London Act 1968, as amended
  3. ^"All freight tonnage traffic by port and year" (.ods,OpenDocument spreadsheet). Department for Transport. 14 July 2021.New data appended annually.
  4. ^"Enforcement Action".Port of London Authority. Retrieved22 October 2021.
  5. ^"PLA Drying Out Facilities".Port of London Authority. Retrieved22 October 2021.
  6. ^*Brigham, Trevor. 1998. "The Port of Roman London." In Roman London Recent Archeological Work, edited by B. Watson, 23–34. Michigan: Cushing-Malloy Inc. Paper read at a seminar held at The Museum of London, 16 November.
  7. ^Milne, Gustav, and Nic Bateman. "A Roman Harbour in London; Excavations and Observations near Pudding Lane, City of London 1979–82." Britannia 14 (1983): 207–26
  8. ^Milne, Gustav. The Port of Roman London. London: B.T. Batsford, 1985 (Milne)
  9. ^"New tales of old London: the lost Roman port, Shadwell, and other stories".www.layersoflondon.org.
  10. ^Hall, Jenny, and Ralph Merrifield. Roman London. London: HMSO Publications, 1986 (Hall & Merrifield)
  11. ^abMuseum of London."Museum of London Docklands". Museumindocklands.org.uk. Archived fromthe original on 30 January 2010. Retrieved30 April 2010.
  12. ^"The West India Docks: Introduction, Survey of London: volumes 43 and 44: Poplar, Blackwall and Isle of Dogs (1994), pp. 247–248. Date accessed: 16 April 2010". British-history.ac.uk. 22 June 2003. Retrieved30 April 2010.
  13. ^Clout, H. (Ed) 1994, The Times London History Atlas, Times Books,ISBN 0-7230-0342-4
  14. ^Mowlem 1822 – 1972, p.8
  15. ^Lovell, John (1969).Stevedores and Dockers: A Study of Trade Unionism in the Port of London, 1870–1914. London:Macmillan. p. 19.ISBN 9780333013519.
  16. ^Schneer, Jonathan (1999).London 1900: The Imperial Metropolis. New Haven: Yale University Press. p. 43.
  17. ^Schneer, Jonathan (1999).London 1900: The Imperial Metropolis. New Haven: Yale University Press. p. 47.
  18. ^Royal Museums Greenwich."The Great Dock Strike of 1889".Port Cities London.
  19. ^"Bessemer's autobiography Chapter 21". History.rochester.edu. Archived fromthe original on 2 May 2010. Retrieved30 April 2010.
  20. ^Dockland Life: A Pictorial History of London's Docks, 1860–1970 by Chris Ellmers and Alex Werner, Mainstream Publishing Company, Edinburgh, 1995,ISBN 1-85158-364-5
  21. ^Special Correspondent (16 March 1959). "Industries along the Riverside". news.The Times. No. 54410. London. col A, p. xi.{{cite news}}:|author= has generic name (help)
  22. ^"Port of London 2011 Trade Stable". Port of London Authority. 13 February 2011. Archived fromthe original on 1 June 2012. Retrieved22 October 2012.
  23. ^"Port of London Economic Impact Study". Port of London Authority. Archived fromthe original on 4 October 2011. Retrieved31 March 2009.
  24. ^"Statistical data set PORT01 – UK ports and traffic". Department for Transport.
  25. ^"Port Freight Statistics: Provisional Annual 2012"(PDF). Department for Transport.
  26. ^"London Plan Implementation Report: Safeguarded Wharves on the River Thames"(PDF). Mayor of London. 2005. Archived fromthe original(PDF) on 28 May 2008. Retrieved31 March 2009.
  27. ^Thames Tideway Project press releasehttps://www.tideway.london/news/media-centre/rachel-rolls-up-the-river/
  28. ^Tideway."River freight marks the arrival of Tideway in Bermondsey – Tideway – Reconnecting London with the River Thames".
  29. ^PLA News Crossrail will move 5m tonnes via RiverArchived 4 October 2011 at theWayback Machine

External links

edit

51°30′N0°03′E / 51.5°N 0.05°E /51.5; 0.05


[8]ページ先頭

©2009-2025 Movatter.jp