240 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



[July, 



Litttfhampton. 



Littleliainpton, which is tlie next harbour on the coast, is formcil bv the 

 channel of tlie river Arnn, wliich is led in a southerly direction into the sea, 

 between two piers, composed of piles, with an extension of dicker-work. 



The ile))tli of water in the entrance between the piers is two to three feet 

 below the level of low water, but a bar extends outside the dicker-work, across 

 the niuulli, which rises about two feet above the general surface, and is left 

 dry at low water. 



The lift of average sjiring tides about IC feet, ami of neaps 11 feet. 



The larger vessels which enter usually reniaiu near (he river's mouth, at 

 Liltlehampton; but a vessel of 13 feet drangbt, wbeu she has passed the bar, 

 can jnoceed to Arundel Bridge, a distance of six miles, the bottom continuing 

 of an uniform level throughout that extent. 



The tide flows nearly 25 nules up the river, but the backwater thereby 

 afforded proves of little value, in consequence of the narrowness of the channel 

 and the sluggishness of (he stream. It is scarcely necessary to add, that the 

 harbour is not available for the objects of our inquiry, and the sboalness of 

 the water on this part of the coast renders the situation inapplicable for any 

 national undertaking. 



The harbour is under the management of trustees. 



Pagham.. 



Pagham was the last place we examined ; it consists of low ground of very 

 considerable extent, over which the tide flows at higli water, and is entered 

 by a crooked channel which coiitinues some distance inland ; vessels of 40 

 tons and under, with coals or niamire, are the only traders to the place. 



There is no artilicial harbour, and the situation is not deserving of at- 

 tention. 



Gknehal Remarks. 



Having now completed our remarks on the state and capabilities of tlie 

 existing harbours, &c., it is evident that there is no port at the present mo- 

 ment Ijetween Sheerness .ind Selsea Bill which can be considered an available 

 harbour of refuge at all times of tide, or that possesses the capability of 

 being rendered efficient for such a purpose, by any improvements or altera- 

 tions which coidd be made. 



We proceed, therefore, in conformity with their Lordships' instructions, to 

 point out the situations which, in our opinion, are best calculated for stations 

 for armed steam-vessels iluring war ; anil the works necessary to render them 

 available for such a purjiose, .and at the same time to combine all the objects 

 for which refuge harbours are so nuieh required for the security of shipping 

 navigating this part of the Chainiel. 



We are decidedly of opinion that deep-watei- harbours on this part of the 

 coast must be formed in the sea by means of lu-eakwaters detached from the 

 main land, on the same jirinciple as that in I'lymoutb Sound, or connected 

 with the shore by ))iers similar to the harbour at Kingstown, near Dublin. 



The situation which apjiears to us to be of the greatest importance, and at 

 the same time offers the most eligible position for a deep-water harbour, is 

 Dover Bay. Independently of its jiroximity to the Continent, this bay pos- 

 sesses considerable advantages : the depth of water at 400 yards from the 

 shore, is two fathoms at low water of sjiring tides, and but 'six fathoms at 

 1,100 yards; which therefore affords a sufficient width for the construction 

 of a capacious dccp-watcr harbour, without getting into such a depth for the 

 site of the piers or breakwater as would add greatly to the expense of the 

 works. The jirincipal feat\ue of the proposed plan is a breakwater, .at the 

 average distance of 1,000 yards from the shore, with piers projected from 

 the hind towards its eastern and western ends, leaving one or more entrances, 

 as shown on the plan. Fig. 1, at A, li, and C. 



These piers and breakwaters to consist of large blocks of the hardest chalk 

 rock, with a thick covering of stone, either granite or hard limestone. 



The space between the piers, or length of the harbour, as shown upon the 

 )dan. is 2,,'SOO yards, and the area enclosed would comprise 4.''iO acres,''- of 

 which 320 would have from six to two fathoms at low water, and 130 acres 

 under two fathoms. The breakwater may be connected with the east and 

 west piers, and have but one entrance in the middle (C), GOO or 700 feet in 

 width ; or it may be detached from the piers, so as to leave an entrance (A) 

 iieariy ojiposite the present harbour, and another opening (li) at the eastern 

 end. 



The advantages of two entrances, one at the eastern and the other at the 

 western end, instead of one only in the centre, would be that vessels might 

 enter or leave the harbour with the wind from any quarter, and a ready ac- 

 i-ess be afforded to the mouth of the present harbour from the western en- 

 trance, witliout passing through the centre of the new harbour. 



On the other hand, one entrance in the middle would have the advantage 

 of rendering the interior of the harbour in some degree quieter than with two 

 entrances. 



On consideration of the subject, our opinion is in favour of the two en- 

 trances at the east and west ends ; but the decision of the question need not 

 delay or interfeie with the execution of the work, as it might be proceeded 

 with along its whole extent (with the exception of the entrances), and the 

 result of the advantages, or otherwise, be tested by actual observation. 



As a second place for a harbour of refuge, we recommend the bight to the 

 eastward of Beacliy Head and westward of Langley Point, and the formation 



Kingston Harbour is 220 acres. 



there of a detached breakwater curved or in kauts, the main bodv running 

 nearly parallel with tlie shore, leaving entrances to the eastward and west- 

 ward, to enable vessels to sail out or in with any wind (I'ig. 2). 



There is a siitKcient depth of water near the shore, and but a small in- 

 crease of de]ith for a considerable way out ; affording a large harbour space, 

 and facility for the formation of the neeessaiy works. Looking at the locality 

 as nearly equidistant from the South I'oreland on the ea»t, and the harbours 

 and anchorages within the Isle of Wight on the west, and to its relative 

 position with many harbours on the opposite shore ; also to its proximity to 

 the elevated prinnoirtory of licachy Head ; we think it offers important ad- 

 vantages, both as an asylum harbour and station for armed steam-vessels. 



The breakwater, if built in five fathoms water, and one mile from the 

 shore, would give a width of about half a mile, having in no jiart less than 

 two fathoms dejith at low water ; the area of course depending on the length. 



One and a half mile of breakwater, including the arms, would give shelter 

 over 450 acres of surface. 



The tliird <nnd last situation we recommend for a harbour of refuge, is 

 under the chalk cliffs to the eastward of Margate. The Chalk Bank and 

 Longnose Spit stretch out to the north-east from Koreness Point : upon this 

 site we propose a pier to commence at the shore, and to be extended 1,000 

 yards clear in a north-north-east direction ; thence to turn west-north-west 

 for a length of 2,000 yards ; terminating in a round end, to form the northern 

 head of the entrance. The western pier to be carried out from the shore in 

 nearly a north-east direction, and be the same length as the east pier. 



This would enclose a harbour of 4C0 acres, of which 352 acres would be 

 not less than two fathoms, increasing to six fathoms, and 108 acres would be 

 under two fathoms at low water. 



Tlie entrance opening in a noith-wcstcrly direction would receire the pro- 

 tection of Margate Sand, and an opening in a west-north-west bearing would 

 also permit vessels to sail in with winds from the south round westward to 

 north-east, and out with winds from the north rounil eastward and southward 

 to south-west. And in extreme cases, when the harbour could not be entered 

 by sailing vessels, shelter would be given them under, or to the eastward or 

 westward of it. 



The construction would be, as at Dover, a core of chalk blocks from the 

 adjoining rocks, faced with stone. 



The advantages of this sifu.ation will be ajiparent when it is remembered 

 that our eastern coast is literally without shelter from easterly winds for ves- 

 sels of any magnitude. 



A harbour off Foreness must, therefore, be regarded as one of refuge for 

 vessels stationed in the North Sea, and would more particularly have reference 

 to every thing connected with the opposite jiorts eastward of Calais. 



For the mercantile marine, esjiecially, navigating the northern part of the 

 English Channel, the situation would be most desirable ; inasmuch as vessels 

 bound to the westward from the river Thames or the North Sea, arriving off 

 the North Foreland, and then finding the wind strong from the southward and 

 westward, would, in order to avoid anchoring in the Downs, and the liability 

 to accidents which so frequently occur there in south-westerly gales, gladly 

 avail themselves of the shelter which this harbour would afford. 



To vessels, also, caught in the Downs by tempestuous weather, or having 

 received damage, a harbour off Foreness, accessible at all times of tide, would 

 prove an invaluable asylum, where heavily-laden ships would escape the danger 

 of grounding ; and a considerable fleet of such vessels would lie in perfect 

 security from storms or an enemy, until a change of wind would enable them 

 to i>roceed down Channel. 



Similar advantages would be experienced during easterly winds, by vessels 

 from the westward, bound to ports upon the east coast ; whilst to steam- 

 vessels the harbour would be accessible iu all winds and weather. 



The cost of each of the three harbours of refuge we have recommended, 

 may be taken as nearly equal ; none of them less than .t'2,000,000 sterling, 

 nor much exceeding that sum. An addition of a quarter of a mile to the 

 length, would give an increased area of 100 acres, and would add about 

 --t:300,000 to the estimated expense of each harbour. 



We have not considered it necessary to enter into any details as to the de- 

 fences which might be required to these places of refuge, but there can be no 

 doubt of the ])racticability of rendering them secure. 



The introduction of steam navigation will render a rapid communication 

 along the coast an object of far greater importance than heretofore ; and we 

 consider that railways along the coast, on each side of Dover, may be made 

 extremely useful in sending support in the shortest possible time to any point 

 where the presence of troops may be required. 



We have, &e. 



James A. Gordon, Rear-Admiral. 



Alkx. T. E. Vidal, Captain. 



RoiiERT Thomson, Lieut. -Col. R. E. 



Richard Drew, Elder Brother of Trinity-house. 



J. Walker, 



W. CUBITT, 



30M May 1840. 



(Signed) 



"' I Civil Enginers. 



