bonded warehouses; and it still remains matter of surprise that a system so clumsy, so wasteful of time, so obstructive to rapid loading and unloading in dock, should be permitted to continue.

Shortly after these works were set on foot, and when the great importance and economy of floating docks began to be recognised by commercial men, another project of a similar character was started, to provide accommodation exclusively for vessels of the East India Company, of from 1000 to 1800 tons burden. A company was formed for the purpose, and an Act was obtained in 1803, the site selected being immediately to the west of the river Lea, at the point at which it enters the Thames, and where at that time there were two small floating basins or docks, provided with wooden locks, and surrounded with wooden walls, called the Brunswick and Perry's Docks. These it was determined to purchase and include in the proposed new docks, of which, however, they formed but a small part. Mr. Rennie and Mr. Ralph Walker were associated as engineers in carrying the works into execution, and they were finished and opened for business on the 4th of August, 1806. They consisted of an entrance lock into the Thames 210 feet long and 47 feet wide, with the cill laid 7 feet below low water of spring tides. This lock is connected with a triangular entrance basin, covering a space of 4 acres, on the west side of which it communicates by a lock with a dock expressly provided for vessels outward bound, called the Export Dock, 760 feet long and 463 feet wide, covering a surface of 83 acres. At the north end of the entrance basin is the Import Dock, 1410 feet long and 463 feet wide, covering a surface of 183 acres. The depth of these basins is 22 feet below high water of ordinary spring tides. The total surface of dock room, including quays, sheds, and warehouses, is about 55 acres. The original capital of the East India Dock Company was 660,000l.; but

Mr. Rennie constructed and completed the Docks for a sum considerably within that amount. Eventually they were united to the West India Docks, under the joint directorate of the East and West India Dock

Company.1 Mr. Rennie also introduced into these Docks many improved methods of working; his machinery, invented by him for transporting immense blocks of mahogany by a system of railways and locomotive cranes, having, in the first six months, effected a saving in men's wages more than sufficient to defray

1 Among the improvements adopted by Mr. Rennie in these docks may be mentioned the employment of cast iron, then an altogether novel expedient, for the roofing of the sheds. One of these, erected by him in 1813, was 1300 feet long and 29 feet 6 inches in span, supported on cast iron columns 7 inches in diameter at bottom and 5 at top. Another, still more capacious, of 54 feet clear span between the supports, was erected by him over the mahogany warehouses in 1817. He also introduced an entirely new description of

iron cranes, first employing wheelwork in connection with them, by which they worked much more easily and at a great increase of power. He entirely re-arranged the working of the mahogany sheds, greatly to the despatch of business and the economy of labour. His quick observation enabled him to point out new and improved methods of despatching work, even to those who were daily occupied in the docks, but whose eyes had probably become familiar with their hurry-scurry and confusion.

their entire original cost, besides the increased expedition in the conduct of the whole Dock business.

Some of Mr. Rennie's harbour works at other places were of considerable magnitude and importance; the growing trade of the country leading to his frequent employment in constructing new harbours or extending and improving old ones. In almost every instance he had the greatest possible difficulty in inducing the persons locally interested to provide harbour space sufficiently extensive as well as secure. When asked to give his advice on such questions, he began with making numerous practical inquiries on the spot; he surveyed the adjacent coast, took soundings all round the proposed harbourage, noted the set of the currents, the direction. of the prevailing winds, the force and action of the land streams, and the operations of the scour of the tides upon the shore. He also inquired into the trade to be accommodated, the probability of its expansion or otherwise, and prepared his plans accordingly. Writing to Mr. Foster, of Liverpool, in 1810, he said, "It seems to me that your merchants are much less liberal in their ideas. than is generally supposed. The account you give me furnishes another strong proof of the necessity of enlarging your scale of docks." Adverting to another scheme on which he had been consulted, he added, "It is my intention to impress upon the minds of the promoters the necessity for a much larger scale of docks than is proposed; and though they may blame me now, they will thank me afterwards; as larger accommodation will not only afford great and immediate relief to the shipping now, but will save the expenditure of much money hereafter."

As early as 1793 he was employed by the Commissioners of British Fisheries to report as to the best means of improving the harbour of Wick, the only haven capable of affording shelter for ships, in certain states of the wind, which was to be found along an

extent of 120 miles of rock-bound coast. In his masterly report he boldly proposed to abandon the old system of jetties, and to make an entirely new harbour beyond the bar; thus at once getting rid of this great and dangerous obstacle to improvement, securing at the same time greater depth of water, better shelter, and the means of easier access and departure for vessels of all burdens. In order to accommodate the trade of Wick, he recommended that a canal should be made from the new harbour, having a basin at its termination in the town, where vessels would be enabled to float, and to load and unload at all times. He also proposed an effective plan of sluicing, with the view of scouring the outer harbour when necessary. It is much to be regretted that this plan was not carried out, and that so important a national work has been postponed almost until our own day; nor does the plan since adopted, though exceedingly costly, seem calculated to secure the objects which would have been obtained by executing Mr. Rennie's more comprehensive yet much more economical design. He was consulted about the same time respecting the improvement of the harbour of Aberdeen; but though want of means then prevented his recommendations from being acted on, his report' produced a salutary effect in pointing out the true mode of dealing with a difficult subject, and most of his suggestions have since been carried out by other engineers.

Of still greater importance was his report on the improvement of the navigation of the river Clyde, for the accommodation of the rapidly increasing trade of Glasgow. Perhaps in no river have the alterations. executed after well-devised plans been more extraordinary than in this. Less than a century ago, the Clyde at Glasgow was accessible only to herring-boats, whereas

1 See Sir John Rennie's British and Foreign Harbours;' Art. Aberdeen.

now it floats down with every tide vessels of thousands of tons burden, capable of wrestling with the storms of the Atlantic. Watt, Smeaton, and Golborne had been consulted at different times, and various improvements were suggested by them. Watt laid out a ship-canal from Glasgow to the sea. Smeaton proposed to construct a dam and lock at Marlin Ford, so as to allow vessels drawing only four feet of water to pass up to the quay at the Broomielaw. The clearing out of the channel by artificial means was, however, found the most effectual method of opening up the navigation of the river, and at length all other plans gave way to this. Golborne had run out jetties at various points, by which the scour of the tide had been so directed that considerably greater depth had been secured. Mr. Rennie examined the entire river below Glasgow in 1799, and the result was his elaborate report of that year. He recommended numerous additions to the jetties, as well as many improvements in their direction. He also advised that a system of dredging should be commenced, which was attended with the best possible results; and the same course having been followed by succeeding engineers, the Clyde has now become one of the busiest navigable thoroughfares in the world. The plan which he shortly after prepared and submitted of a range of commodious docks along both banks of the river at the Broomielaw, showed his sagacity and foresight in an eminent degree; but unhappily it was considered too bold, and perhaps too costly, and was not carried out.1

1 Mr. Rennie proposed to form two docks on the Broomielaw side of the river-one 1350 feet long and 160 feet wide, with two entrances, and another 900 feet long and 200 feet wide; with a third dock upon the Windmill Croft, on the south side of the river, 300 feet long and 200 feet wide; the whole presenting a total

length of quayage of 6120 feet, besides a river quay wall 1150 feet long. This magnificent plan, proposed more than half a century since, viewed by the experience of this day, shows how clearly Rennie anticipated the commercial growth and manufacturing prosperity of Glasgow, for which these projected docks would have afforded