Damming the Thames

Manawatu Times, Volume 60, Issue 101, 2 May 1935, Page 5

Damming the Thames

BARRAGE AT WOOLWICH. PORT OF LONDON AUTHORITY’S SCHEME.

It is ten years since Captain Coll M‘ Donald, while a member of the Otago Harbour Board, brought up the question of introducing a lock system of retaining continued high water in the harbour, and it is now interesting to note from Home papers that the London port authorities have been considering the matter of introducing a similar principle for the Thames by placing below Woolwich a lock system which provides continuous high water for the docks and the portion of the river above the lock system.

According to the London Daily Telegraph of January 23, two important development schemes now being considered by the Port of London Authority contemplate a great barrage across the Thames and increased docking facilities for dealing with the rapidly expanding trade of the port. The barrage schemo is intended to give the Thames a constant level. The proposal is to construct a dam at Woolwich costing about £3,000,000 or another at London bridge costing ap proximately £BOO,OOO. Power to deepen the Royal Victoria and Royal Albert docks and to carry out other improvements is being sought by a Bill which the Authority is promoting during the present session of Parliament.

Statutotry powers to levy dues and charges on freight-carrying seaplanes using the port will also be app>ed for in the Bill. Tho Bill, which the Port of London " Authority are promoting is to provide Z proper accomodation and facilities for “ the trade of the port, which they dc- Z claro in tho preamble as 1 ‘ constantly increasing. ’ ’ The new works proposed to bo carried out include: The improvement and development of tho Royal Victoria and , Royal Albert Docks, Deepening of the bed of both docks. Reclamation of tho bed of the Royal Victoria Dock.

These works will involve lowering the North Woolwich branch railway ol' the London and North-eastern Railway Company where it passes under the passage between the two docks. The whole cost of these railway works will be borne by the Authority. The Authority are also taking tke opportunity of this application to Parliament to obtain statutory powers to levy “such reasonable dues and charges as may be fixed by the Authority’’ on seaplanes using the Port of London, and on goods conveyed by seaplanes. The schemes for damming the Thames at two points were explained by their author, Mr. J. H. Q. Bunge, an engineer, to members of the London Society at a meeting at Lancaster House.

The Woolwich scheme, which, Mr. Bunge considered, had many advantages over that for London bridge, provides for a dam giving the river a constant level of 17ft. above the present low water mark, and 4ft. below the high water mark. The estimated cost of the dam, with four locks for bigger shipping and two for smaller craft, is between £1,800,000 and £2,000,000. Tho addition of a roadway and rail crossing at tho dam would cost a further £1,000,000. Mr. Bunge pointed out that a tunnw at that point would cost nearly £3,000,000, and a suiable bridge at least £10,000,000. The London bridge scheme would give 19 miles of still water between London bridge and Teddington. Barges and colliers would be able to moor at all wharves, .warehouses and factories above the dam at all times, and to load, unload, and return to their bases at any hour.

Other points enumerated by Mr, Bunge in favour of the scheme were: Access to Brentford and other docks, and to the Grand Union canal would bn greatly facilitated. The increase in river traffic would re* lieve slow-moving road traffic, and lessen traffic congestion. Bridge foundations would be safe from the scour of the tides. Channel and dock dredging would be less costly and more lastings and e.Vectivc. Riverside property would be enhanced in value because of the increased accessibility and the disappearance of mud flats and foul odours. The width of the river available for navigation would be increased by the elimination of unnecessary river moorings. A portion of flio increased fairway could be utilised for an airport in the heart of London, at constant width and ievel. Battersea Reach would bo the most likely location. Additional advantages of the Woolwich scheme would be:

Almost all craft now using the older docks and wharves could enter the river lake at low tide. All sea-going craft would remain water-bourne while being loaded or unloaded. Manoeuvring into narrow dock entrances now set at right angles to the tide, would be safer and swifter. The delays caused by the raising oi Tower bridge would be spread over the whole 24 hours, instead of only at e'ob and flow of the tide, and would therefore be of shorter duration. A dam at Woolwich, said Mr. Bunge, where the river is 1,500 feet wide, would provide for a 410 ft. causeway at either end, allowing for the cheapest possible construction of roadway over the river. The balance of the Toadway would be over short-span, quick-acting lift or swing bridges. A rail connection between the London and North-eastern Railway dock system and the Southern Railway's North Kent branch wolud have similar facilities to the roadway.

The diversion of the north and south traffic at a point conveniently halfway between the Blackwall tunnel and the proposed Dartford-Purfieet tunnel would relieve the very costly congestion in the former, while preventing overloading. of the latter from the gfart,