The town of Monkwearmouth is situated at the mouth of the river Wear, on the north side, and opposite to the towns of Sunderland and Bishopwearmouth, which extend for about a mile along the south side. In order to improve the entrance of the river, and to diminish the sand-banks which lay near its mouth, piers were proposed as early as the middle of the last century, and were partly built on both sides of the river before the year 1800. From that date until 1831, although the question of making docks had been considered, and designs proposed by different engineers, no steps had been taken for their construction, and the only works executed for the improvement of the port were the extension and alteration of the piers already existing. In 1831 designs for docks to accommodate the increasing traffic were made simultaneously by Mr. Brunel and Mr. Giles. Mr. Brunel's docks were to have been on the north side of the river, and to have had an area of 25 acres, with quays, warehouses, &c. Mr. Giles's were to have been on the south side.

Neither of these schemes was approved of by Parliament; but shortly afterwards a private company was formed for the construction of a dock on a plan designed by Mr. Brunel, though on a much smaller scale than his scheme of 1831, the dock being only about 6 acres in area, with a tidal basin of about an acre and a half. The company encountered considerable opposition from the authorities of the town of Sunderland, but succeeded in obtaining a royal charter for the construction of the dock. They subsequently obtained an Act of Parliament empowering them to make the entrance from the dock to the river. The dock was constructed, and eventually became the property of the North Eastern Railway Company, to whom it now belongs; they have erected coal drops along the quay, and have made it a shipping place for collieries connected with their railway.

The work was begun in 1834, and the dock and tidal basin occupy part of the site chosen by Mr. Brunel for his larger scheme of 1831.

The quay wall was built with a curved batter, the chord line joining the top and bottom having an inclination of 1 in 5. The masonry was carried up in courses, and made solid by filling every part thoroughly with mortar. A course at the face and at the back of the wall was built up; an abundance of mortar was then spread in the heart of the wall, and the stones built in the mortar. Thus no crevices could be left in any part of the work, and the back of the wall was soundly built throughout.

The entrance to the dock is 45 feet wide, with side walls of the same profile as the quay wall. Except at the gate floors, there is a segmental invert of dressed stone of such curvature that it is 6 feet 6 inches lower in the middle than at the side walls. The gate floors are formed with inverts, curved to correspond with the under sides of the gates.

The masonry of the entrance was executed within a four-sided coffer-dam, the sides of which were slightly convex outwards. This coffer-dam was constructed in the usual way, there being two rows of close piling with puddle between them; and it was strengthened by internal horizontal sh.o.r.es which connected the opposite sides, and by diagonal bracing. The piles were driven until they met with so much resistance as to render it unsafe to drive them farther. When the ground inside the coffer-dam was excavated, it was found that the piles had been driven into sand and gravel, and that, to enable the masonry to be built on a good foundation, it would be necessary to excavate about 7 or 8 feet below the piles. They were therefore driven down gradually, as the ground was removed from the inside, until the requisite depth was obtained. The whole coffer-dam was thus an immense caisson, the sides of which were lowered by gradual driving, instead of being simultaneously forced down by weights.

The masonry of the walls of the tidal basin is similar to that of the walls of the dock; some parts of the foundation were laid by means of a diving-bell.

In the entrance between the dock and the tidal basin there is a pair of gates pointing inwards, which serves to retain the water in the dock during the fall of the tide, and there is also a pair of storm gates pointing outwards, which protects the inner pair from the force of the waves.

The construction of both pairs of gates is similar.

The two leaves of each pair meet at an angle of 125. Each leaf is about 30 feet long; the bottom beams are curved to the form of the segment of a circle; the height at the meeting-post is 27 feet, and at the heel post 22 feet (see woodcut, fig. 17). This arrangement is, to a greater or less extent, followed in the dock gates Mr. Brunel afterwards constructed. By raising the pivot, the gate floor can be made of ample strength, and the cills and heel-posts are free from mud and deposit.

The gates are constructed of horizontal beams of yellow pine timber, 21 inches thick, placed close together for a height of 12 feet above the bottom. Above this there are beams of timber and of cast iron at intervals. The whole is planked over on the inner side with 4-inch planking. The heel-post and meeting-post are socketed into cast-iron uprights, which also receive the ends of the horizontal beams. To preserve the gate from any change of form, a diagonal iron tie-bar extends from the top of the heel-post to the timber beams forming the lower part of the gate.

[Ill.u.s.tration: Fig. 17. Monkwearmouth Dock Gates.

_Elevation. Section.

Plan.

Scale of feet._]

Nearly under each meeting-post is placed a bevelled cast-iron wheel, 18 inches in diameter, which supports part of the weight of the gate.

There are four sluices in each leaf, placed in pairs, with a small interval between them. Each pair of sluices counterbalances the weight of the other pair by being attached to opposite ends of a lever at the top of the gate. A screw works in the segment of a large worm-wheel formed on the end of the lever, and, being turned round, opens and shuts the sluices. After the timber work of the gate had been fitted together, it was taken to pieces, and subjected to the preserving process called Kyanising, which consists in immersing the wood in a solution of corrosive sublimate. This process has been so successful, that when the gates were recently taken out for examination the timber was found to be nearly perfect, only slight surface repairs being required in one or two places.

The great bulk of light wood at the bottom of these gates gives them a certain amount of flotation at all times of tide. After the gates had been in use many years it was found that one of the wheels had been detached for some time, but the buoyancy of the gate had prevented any mischief resulting. The buoyancy of the lower part of the gate is somewhat a.n.a.logous to that of the air-chamber which Mr. Brunel introduced afterwards in his wrought-iron dock gates.

_Bristol Docks._

About the year 1804 that portion of the river Avon which flows in a serpentine course through the city of Bristol was enclosed, and the water in it retained at a constant level, a new cut or shorter channel being made for the river. The portion separated, called the Floating Harbour, or Float, is about two miles long and 100 yards broad. At its lower end it is connected with the river by the c.u.mberland Basin, a half-tide basin, with two locks, and at its upper end by a feeder, which brings the water of the Avon into it, the river in dry weather being stopped from pa.s.sing into the new cut by the Neetham Dam, About half-way up, the Float is entered on the north side by the river Frome; and, a little above this junction, it is crossed by the Prince's Street drawbridge, which divides it into two parts. About 170 feet above the bridge the Float is connected with the new cut by another basin with a lock, called Bathurst Basin.

Mud and other deposits had acc.u.mulated to such an extent in the Floating Harbour, that at the end of the year 1832 the directors of the Dock Company employed Mr. Brunel to suggest remedial measures.

In order to effect his object at the least possible cost, he proposed certain works, together with an improved system of managing the water of the river, so as to allow more of it to pa.s.s through the Floating Harbour, by means of which great benefit might fairly be antic.i.p.ated.[178] He remarked that,--

By systematically following this course, the object of which is simply to keep in continual action all the means, however small, which can at the moment be brought to bear, and thus day by day to remove or neutralise, or merely diminish (as the case may be), the continual deposit which is going on--in fact, by applying a constantly acting remedy to oppose a constantly acting evil--I have little doubt that the formation of shoals similar to the existing ones may be entirely prevented, or at all events that they will be of such a nature as to be easily removed by two or three yearly scourings, and without that time and labour which are now expended with so little effect.

It should be observed that the yearly scourings, which became so objectionable to the trade, were not introduced by Mr. Brunel, but were part of the original arrangements of the docks.

After the reception of Mr. Brunel's report, the Dock Company executed the works which he required, namely, the Sluice, Trunk, and Drag-Boat; but his other recommendations, as to scouring and increased supply of water, were only acted upon to a limited extent.

In 1842 the Directors again asked Mr. Brunel to report, in conjunction with Captain Claxton, upon 'what further measures are requisite for keeping the Floating Harbour more clear of mud than it has been for a few years.'

Mr. Brunel thereupon made a report to the Directors. After having referred to his previous reports of 1833 and 1834, he remarked that 'the efficiency of the whole system then recommended and adopted, and subsequently partially carried out, depended entirely and was founded on the supposition of the then existing mud-banks and shoals being first removed, and the Float deepened at once to the full extent required,'

according to the plans which he had pointed out; and that 'the increasing the supply of water through the Float was one of those means on which he had most insisted' as necessary for keeping it clean and preventing its becoming a settling reservoir. He then continued,--

The sluice at Prince's Street Bridge, the trunk--or syphon, as it was originally, and perhaps more correctly, called--at the underfalls, and the drag-boat have alone been brought into operation. These were originally intended as mere aids, which, in conjunction with _the increased supply of water_, were expected, after the complete deepening of the Float, to be sufficient, with _two or three yearly scourings_, to keep it to the required depth: these were (perhaps unfortunately) found so effective as to induce a hope that they might be depended upon solely for the removal of the evil. The permanent interests of the port were, I cannot but think, sacrificed to temporary convenience: the scourings which were required as a preliminary step to restore the Float to its original state, or to that which was said to have been its former state, and which is now required, were indefinitely postponed.

A material improvement being notwithstanding soon perceptible from the first effects of the drag-boat and the removal of mud through the trunk, the periodical scourings which formed part of the system approved of for adoption were in a great measure given up to the objections of the traders. The precautions actually necessary against admitting into the Float the tide water of the Avon, heavily charged with mud, were gradually sacrificed for the same reasons. From all these and many other, but very similar, circ.u.mstances no further progress has been made since the first improvement, which was felt to be, and which unquestionably was at the time, very considerable. For until this period it had been the general practice to lighten all deeply laden vessels at the entrance of the Float; and, notwithstanding this precaution, it must be in the recollection of everybody that it was a common sight to see several large vessels aground at various shoals in the Float, and unable, without further discharging the cargoes, and without great consumption of time, labour, and ropes, to get up to the quays. For several years past the grounding of the deepest vessels has been the exception, not the rule, but during all this period it has been one continued and almost vain attempt to struggle against the old difficulties with insufficient means.

For the removal of such deposits as will still be formed, I propose two means; and first as regards those deposits which are continually going on. These are formed almost entirely of mud, which, from its want of consistency when first deposited, the great quant.i.ty and the large surface over which it extends, as well as the great depth of water, cannot, as I have frequently explained, be easily or economically removed by the ordinary process of dredging: for this reason I originally proposed the drag-boat in conjunction with the trunk at the underfalls, and which has, so far as it has been applied, completely answered my expectations.

I should now propose a similar arrangement for the upper float.

I should propose to make the additional drag-boat thus required of rather greater power than that now in use, and to construct it so that a chain of dredging-buckets could be hereafter attached to the shaft; and, secondly, for the purposes of deepening the hard bottom of the float, and of removing those banks of hard materials which have either always existed, or have been allowed to acc.u.mulate, dredging must be resorted to. But I should be disposed to attempt hand dredging or spooning in the first instance; for, although the depth of water is great, I believe the work could be executed as cheaply, or nearly so, as by the steam dredging, as the original outlay of capital would of course be much less, while the facility of working at several points at once, or of moving from one berth to another as the convenience of the trade would best allow, would be much greater; the operation also would be much more under command, which, taking into consideration the possibility of undermining the foundations of the quay walls or buildings, is not an unimportant advantage.

When the required depths are once obtained, the natural deposits even of the harder description may probably be easily removed by the drag-boat or by the occasional use of hand dredging.

The recommendations contained in this report were not adopted.

In 1839 Mr. Brunel, in a report to a Committee of the Council of the City of Bristol, suggested several improvements connected with the Port, almost all of which have since been undertaken. He proposed to straighten and widen the course of the river, and to make new locks, both from the river to c.u.mberland Basin and from that basin to the Floating Harbour, or, as an alternative, to construct docks at Sea Mills, a creek on the Avon, about two miles below Bristol.

He also proposed to construct a large pier at Portishead. The rise of tide is there sometimes 45 feet, and the velocity of rise or fall as much as 10 feet per hour. There is also a great deposit of mud by the Severn. Mr. Brunel considered that these circ.u.mstances rendered a fixed structure undesirable, and he therefore recommended a floating pier. He said:--

I propose two or three vessels of 300 or 200 feet of length, built of iron, as the material cheapest and best adapted to the purpose, of 16-feet or 20-feet draft of water, and about 30 feet beam, moored close stem and stern, so as to form one continuous floating body. Any steamboat or other vessel alongside will of course be on the same level as the pier; the pa.s.sengers, on disembarking, will at once be on a level platform or deck, under shelter, where the luggage or goods can also be placed; and the communication with the sh.o.r.e will be effected without steps.... Such a pier would afford stowage for almost any quant.i.ty of coals, fresh water, and general goods, which could be stored here for embarkation.

In 1847, after an Act had been obtained for making a railway from Bristol to Portishead, with a pier at the latter place, Mr. Brunel designed the pier on the plan described in his report of 1839; but the project was not carried out.

As has been already mentioned, the communication between the lower part of the Floating Harbour and the river Avon is through the c.u.mberland Basin; between this basin and the river were two locks, made at the time that the Floating Harbour was constructed.

Owing to the increased size of merchant vessels, it had long been in contemplation to enlarge the entrance. At the time when the 'Great Britain' was built, the northern lock was so narrow that a portion of the upper masonry had to be removed in order to give room for the ship to pa.s.s from the basin to the river on a spring tide. It was then felt that the enlargement of one of the locks could no longer be delayed, and Mr. Brunel was asked to adapt the narrower or southern entrance lock to the pa.s.sage of the largest vessels.

Between the two locks was a pier, from which vessels were guided, and the gates opened or shut. The elongation of the lock was limited by the length of this pier, as it could not be extended towards the river without diminishing the area of entrance, nor could it be extended upwards without lessening the area of c.u.mberland Basin. Mr. Brunel, although hampered by this restriction, succeeded in obtaining a lock of considerable length. He constructed the gates of a single leaf, and placed the upper gate outside the lock so as to shut against the upper end of the middle pier, and to swing back when opened into a recess in the side wall of the c.u.mberland Basin. He thus avoided the necessity of finding room on the pier for the machinery to open one of the leaves of the upper gate. Had the gate been in two leaves, the lock would have been shortened from 30 to 40 feet. At the lower end he placed the gate as near the river as possible; and, lest the end of the middle pier should not be strong enough to withstand the pressure, he secured the quoin stones, against which the gate closed, by horizontal wrought-iron bars at different levels, built into the side wall of the lock.

The lock is 262 feet in length between the gates, and 54 feet wide at the narrowest part.

The masonry is of plain character, all the part below the ashlar coping being of ordinary fitted rubble of great thickness, solidly built with hydraulic lime mortar. The ground behind the wall consisted of a wet silty clay, causing a great pressure against the masonry. The under part of the body of the lock is formed to a semi-oval cross, section.

The works were commenced by the construction of coffer-dams at each end.

In 1846, when the masonry was approaching completion, a very high tide took place, and a portion of the upper dam gave way. As some work still remained to be done at the sill and ap.r.o.n of the lower gate, Mr. Brunel decided to make a brick dam in the middle of the lock, where the masonry had been completed. This brick dam was a horizontal arch built on the bottom of the lock, up to the level of the water in the Floating Harbour. The abutments were formed by the masonry of the lock walls, which was notched to receive the bricks of the arch rings. The dam was 28 feet high, only 8 feet thick at the bottom, and 3 feet thick at the top. It was set in Roman cement, and was completely water-tight. It was easily and rapidly made, and the cost was small, as compared with what would have been the cost of repairing the upper dam.

In this lock the chief point of interest consists in its being the first in which wrought-iron gates were introduced, these gates being at the same time made buoyant.