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THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



[JuLYy 



The fourth paper is on "The Engineering of Holland." By Hyde 

 Clarke, C. E. The first section only is given here, which enters at con- 

 siderable length into the minute practical details of the construction of 

 dykes and seabanks, as derived from Dutch authorities, a subject with 

 regard to which very little or nothing is known in this country. It 

 promises to be a very interesting and valuable series, got up with 

 great labour, and calculated to do good in keeping up our acquaint- 

 ance with the great school of hydraulic engineering in the Nether- 

 lands, and in inducing our engineers and capitalists here to improve 

 our own shores and coasts. The extent of coast open to the labours 

 of the engineer is well shewn in the annexed summary by Mr. Clarke. 



RECLAIMING OF LAND. 



Sunk Island, near the mouth of the Humber, has been recovered and con- 

 verted into a parish almost in our own time, and the space between it and 

 Spurn Head on the north shore, called Trinity Sands, might be advantageously 

 embanked, and would afford 10,000 or 12,000 acres. A good deal of land, 

 by careful management, might be obtained in the Humber, as the Dutch 

 have treated the Rhine. Probably another 10,000 acres might be obtained 

 vrithout injury to the navigation, and to the great improvement of the wapen- 

 take of Lindsey in Lincolnshire. Some good polders or water meadows 

 might also be gained between Grimsby and Saltfleet. 



The large estuary called the Wash, now hemmed in on every side by the 

 labours of the engineer, presents an opportunity for embanking such as should 

 not be neglected. Upwards of 100 square miles, or nearly 100,000 acres 

 might be ultimately recovered, and Sir John Rennie has formed a most judi- 

 cious plan for the gradual prosecution of this undertaking by sections, so as 

 to meet the views, it would seem, of the most timid. The neighbouring dis- 

 tricts, fertile in cattle and com, show to what advantage this acquisition 

 could be turned, while the drainage and navigation of the whole up-country 

 would be vastly promoted. 



The rivers Aide, Debden, Orwell, and Stour, in Suffolk, admit of great 

 improvement, and the consequent recovery of much valuable soil. The same 

 may be said of Horsey Island in Essex, and the coast washed by the estuaries 

 of the Coin, Blackwater, and Crouch, in the same county. This is a district 

 much like the province of Zealand, and under systematic treatment would 

 produce from 30,000 to 40,000 acres, the whole of Danesey Flats and the 

 MapUn Sand admitting of recovery. The condition of this district is far 

 from complimentary to the country in an engineering point of view, but no- 

 thing else than a central management and operations on a grand scale can 

 do much good here ; partial efforts may do a little, but they cannot carry 

 out measures effectually. 



There would be strong interests to contend with in the case of the Med- 

 way, or the district from the Isle of Grain to Whitstable might with great 

 benefit be put under proper treatment. It would greatly benefit the naviga- 

 tion and land communications, while it would produce a great accession of 

 available agricultural soil. 



Chichester harbour and Langston harbour, in Sussex and Hampshire, would 

 produce a considerable quantity of good ground without injuring the naviga- 

 tion, but the contrary. The embanking of Brading harbour, in the Isle of 

 Wight, was, it is said, undertaken by Sir Hugh Middleton and others, and 

 they formed a dam across the mouth of the harbour, but found the soil worth 

 nothing. Had they known how to turn the river Yaver to account, they 

 might easily have remedied that defect. The area is about 600 acres ; and 

 as the mouth is narrow, a small dam would close it. It is also said that, on 

 the occasion just mentioned, a stone wall was found in the channel, as if a 

 similar attempt had previously been made. In the Solent, about 1,000 acres 

 might be secured between Lymington and the North Channel. 



Poole harbour, in Dorsetshire, has very much ground wasted by the upland 

 streams, clearly not by the sea, for the mouth of the harbour is not half a 

 mile across. 



In Somersetshire, the probabiUty is that if a new channel were cut for the 

 river Parret, the greater part of Bridgewater Bay might be silted up, and an 

 addition made to the levels in that district. 



The Welsh grounds, as they are called, lying off Monmouthshue, in the 

 Bristol Channel, seem to be caused by the small streamlets from the Coldecol 

 level. The Candecot and Wentloog levels, it may be observed, are portions 

 of these sands, containing 30,000 acres, which have been reclaimed, perhaps 

 bv the Flemish settlers. 

 ' South Wales, too, presents several estuaries which could be treated by the 

 engineer with very beneficial results. 



The estuary of the Dee is of little value for navigation at present, having 

 a verj' bad channel at low water. This might, however, be remedied, and 

 20,000 acres be easily reclaimed. By the diversion of part of the channel at 

 a former date, 4,000 or 5,000 acres have been already obtained in the upper 

 river. 



The Mersey, it would almost create a panic to attempt; and the more so, 

 as much space is required for the shipping. But it may be said with truth, 

 the navigation of that river is in a very unsatisfactory state ; and although 

 Captain Denham has done something, it requires very able and energetic 

 management to secure the river in a competent state. The outer channels 

 are very bad ; and it is evident the process is going on which has already 

 created the peninsula of Wirrall between the two rivers, and which has almost 

 destroyed the river Dee. Some day a new port will be made at Formby, or 

 elsewhere, on the coast to the north-west of Liverpool ; as indeed I proposed 



some years ago, which will save an hour or more in each tide, and carry on 

 the packet business to more advantage. If the Mersey were taken in hand 

 on a comprehensive scale, 20,000 acres might be reclaimed ; but local in- 

 terests are so much involved in its present condition that this is quite hope- 

 In the river Ribble 15,000 acres might be obtained; and it is a pity, in 

 the recent measures for the improvement of the navigation, this object also 

 was not provided for. 



Morecambe Bay is one of our largest estuaries, twenty miles deep, and 

 fifteen miles across ; the greater part of which is dry at low water, and used 

 as a high road. In 1836, 1 proposed a plan for its embankment, the recovery 

 of 40,000 acres, and the carrying of a railway across it. This was considered 

 insane at the moment, but has been subsequently affirmed by the voice of 

 three public meetings of the county of Cumberland, and by the professional 

 opinions of Messrs. Stephenson and Rastrick. At a subsequent period mea- 

 sures were in agitation for its prosecution ; but disputes as to the rights of 

 the crown, the Duchy of Lancaster and the local proprietors then interfered 

 with the negociations. The same plan of railway proposed to cross the 

 Duddon and the Solway Firth. Morecambe Bay contains two splendid ports, 

 those of Fleetwood-on-Wyre and Piel of Foudrey, and also Lancaster and 

 Ulverstone. The upper part of the bay was, however, the only part I then 

 proposed to touch. The silt or soil is very fertile, as has been proved in 

 several small embankments which have been made on the coast, and the sub- 

 stratum within a few feet is a fine clay which would be available for the 

 works. The value of the land recovered would amply repay the expenses, 

 and the greater part of the cost of the railway uniting Lancashire and West 

 Cumberland. The Duddon embankment has also met the approval of local 

 parties, and it is to be hoped will not be long delayed. By shutting off the 

 mouth from the Cumberiand coast to the Isle of Walney, 9,000 or 10,000 

 acres would be recovered, and the harbour of Piel of Foudrey, the best on 

 the north-west coast of England, be much benefited. It is singular, by the 

 bye, that this district is almost as little known as some parts of Ireland or 

 Scotland. The Solway Firth, with the estuary of the Wampool and the 

 Waver in Cumberland, which are dry at low water, would afford about 

 20,000 acres, and by embankment greatly facilitate the land and water com- 

 munications of the neighbouring districts. 



On the east coast of Scotland a little has been recovered from the estua- 

 ries, but a good deal more might still be obtained ; on the east coast of Ire- 

 land also ; but the drainage of the Irish loughs would be the grandest and 

 most valuable enterprise. These would afford upwards of 500 square miles, 

 or a new countrj-, besides much facilitating the drainage of the adjoining dis- 

 tricts. An Act of Parliament has been passed for the embankment of Lough 

 Swilly and Lough Foyle, which, I believe, is now being proceeded with, the 

 banks consisting of a rich mud, dry at low water. 



The following moderate estimate will show the large area available for the 

 enterprise of our capitalists and the skill of our engineers : — 



England. Humber, &c. . . . 40,000 Acres. 

 The Wash . . . 60,000 

 Suffolk and Essex . . 40,000 

 Hampshire and Dorsetshire 10,000 „ 

 The Severn . . . 30,000 

 Cheshire and South Lancashire 50,000 „ 

 Morecambe Bav . . 40,000 

 The Duddon .' . . 10,000 „ 

 Solwav, &c. . . . 20,000 



300,000 Acres 

 Ireland. Loughs . . . 300,000 Acres 



The total extent in thp two countries cannot be estimated at less than 1000 

 square miles, or 600,00(i acres, worth at the lowest average £20 per acre, 

 though much of it, as in Morecambe Bay and Lough Swilly, would be worth 

 £60 per acre. The total value, if reclaimed, would be between £12,000,000 

 and £20,000,000. 



We sincerely concur in the feelings which induce the author to 

 urge this subject on the consideration of the profession, for we are 

 convinced that under proper auspices a great deal might be done. 

 We must, however, have a more enlightened system of legislation for 

 enterprise ; we must not have parliamentary countenance to the vexa- 

 tious opposition of landowners and interested parties; we must not 

 have joint stock undertakings impeded and repressed to check a soli- 

 tary case of swindling, or the exaggerated evils of jobbing. Let us 

 have protection and not discouragement; let every facility be given 

 to engage in useful undertakings, and while the spirit and enterprise 

 of the country is kept up, our capital will be usefully applied, and our 

 labourers receive immediate and permanent employment. To in- 

 crease our home territory and our home resources is one of our first 

 duties, and that it is practicable is, without adverting to other author- 

 ities, fully shewn in the present work by Capt. Vetch and Mr. Clarke. 

 How necessary, too, it is for some better disposition on the part of 

 the legislature is shewn in the cases of the Great Level of the Wash 

 proposed by Sir John Rennie, and the Morecambe Bay Embankment by 

 Mr. Clarke, plans approved by the highest authorities, of evident 

 benefit and profit, and yet suffered to languish, unetfected and unat- 



