94 



THK CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



[MARGa> 



opinions may havo tlie Influence justly due to the high distinction tliey iiold in their dif- 

 ferent professions. , , . , ^ ,, n^ 

 The commission of \S10 had specibc limits assigned to its operations— namely, "To 

 visit the coast between the mouth of the Thames and Selsea Bill ; to examine the ports 

 with reference to their being available as places of shelter for vessels passing through the 

 Channel, in cases of distress from iveatlier, and also as places of refuge for merchant vcs. 

 sc'B froni enemies' cruisers in time of war; and more especially as to their being made 

 stations for armed steamers employed for the protection of our trade in the narroiv parts 



of the Channel." . , . , , ,_ t . . •■ 



We quote this instruction both with reference to what we have to state respecting 

 Foreness and to other matters we shall have to mention in the course of our report. 



Forene'ss stands well in the fainvav of the trafflc betivcen the Thames aud the Uoivns, 

 and would, no doubt, if converted into a harbour, frequently prove to be a very convenient 

 anchorage 'for outward-bound vessels caught off the Foreland by strong south-west gales, 

 and for homeward-bound ships meeting with adverse winds. 



The commission of 1 WO give weight to their proposal in favour of Foreness by observing 

 that a harbour there " must be regarded as one of refuge for vessels navigating or sta- 

 tioned in the North Sea ;" but if their instructions had not precluded them irom the con- 

 sideration of Harwich, we think they would have suggested the improvement of that 

 splendid natural harbour, at a small expense, rather than have proposed a large outlay ot 

 money in constracting one at Foreness. . 



Nothinj; can be more manifest than the fact that Harwich, as far as position goes (being 

 actually on the shores of the North Sea), is the proper place for a squadron of steamers 

 on that station, as well as for a harbour of refuge for merchant ships; while the neigh- 

 bouring anchorage in HoUesby Bay is favourably suited for ships of the line. 



On this account it seems to us unnecessary to construct a harbour at Foreness ; and we 

 think the commlssian of 1840 would have taken the same view of the subject if Harwich 

 had come within their examination. 



RAMSGATE. 



Our next visit was to the port of Kanisgate, a mere creek in 1748, but nowof such capa- 

 city that, in the last lliree years, the number of vessels which arrived in that harbour 

 amounted on an average to l,tjiiu sail a-year, exclusive of fishing craft, town hoys, aud the 

 daily voyages of steamers. ,_ , . . .r, 



Ramsgate harbour is kept clear partly by its backwater ; and if ever the basin at the 

 west end, designed by the late Mr. Rennle, be carried into execution, it will give increased 

 power of backwater, and enable the port to receive many more ships. 



The improvement of Ramsgate harliour is the resii It of vigorous efforts by the managing 

 trustees, and their success, which cannot be too highly .ippreciated, is foicibly exhibited 

 by contrasting its present increased utility with the facts stated by the celebrated Smeaton, 

 who says that the number of vessels that entered the harbour in the year 1780 amounted 

 to 29, in 1785 to 215, and in 17aO to 387 sail. Whereas in the last three years it appears 

 on 'the evidence of the harbour-master there arrived in the port in 1841, l,543j in 1842, 

 1,652: in 1843, 1,60B; average l.MIO sail. 



Of the number of vessels that arrived in 1843, 31 gave an average of 45/ tons each ; and 

 when it is recollected that more than two-thirds of the trade of Great Britain is carried on 

 In vessels under 4U0 tons, it sliows the advantages the mercantile marine derives from this 

 port in connexion with the Downs. The harbour.master states that in the winter of 1832 

 there were at one time 434 soil In the port, and if the additional basin before alluded to at 

 the west end be made, there will be room for upwards of fiOO sail. 



It will be an improvement if the approaches aud entrance to the harbour can be ueepened 

 by the use of dredging vessels, or other means applicable to the purpose. 

 THE BRAKE, OR SMALL DOWNS. 



The next place we have to notice is " The Brake," within which is the anchorage called 

 the " Small Downs." It is here that a harbour has been proposed by Sir J. H. Pelly, 

 deputy master of the cornoralion of the Trinity House, one of the committee of manage- 

 ment of Banisgate Harbour, and a member of this commission. Any suggestion of this 

 nature, coming from such a quarter, could not fail to engage our best attention. 



The " Small Downs" is an anchorage of considerable extent, lying between the Brake 

 Saud and the shore northward of Deal. The holding ground is good, and it is the general 

 anchorage of the smaller class of merchant vessels having occasion to bring up in the 

 Downs, thus leaving the Great Downs more clear for ships of a larger draught of water. 

 The Brake Sand is about five miles in length, with a depth upon it at low water, spring 

 tides, of from 3 to 12 feet. It shelters the Small Downs from the cast in the same way 

 that the Goodwin Sands shelter the whole of the Downs for a distance of nine miles. 



We have before us an elaborate plan and a very full report, addressed to the trustees of 

 Ramsgate harbour, respecting a design prepared by Sir John Rennie, by which it appears 

 that the breakwater he proposes to construct is to be five miles in length, at an estimated 

 cost of S,280,000;. This plan is to convert the Small Downs into a close harbour by con- 

 slructing a solid work along the spine of the Brake, to be brought up two feet above high 

 water mark. There is, however, a modified suggestion of Sir John Rennie, which, If 

 adopted, would reduce the cost to about 1,300.000/. .,„.,. 



Another proposition was submitted to us for a work on the Brake Sand by Captain Vetch , 

 late of the Royal Engineers, by which he proposes to make a sheltered anchorage within 

 the Brake at a cost of 85,«0(l(. 

 A third by Captain Sir S. Brown, R.N., also for the Brake, the details of which will be 



It has lately been shown by an Admiralty surveyor, Captain Bullock, that the Brake 

 Sand has gone about 700 yards bodilj in shore. ., . , ^., j .u ., j 



The Trinity House, on obtaining the survey from the Admiralty, shifted the south and 

 middle Brake buoys, and issued a painted notice to all mariners of this remarkable change. 



The commission of 1840, which included the late Captain Drew, one of the most able 

 men of the Trinity House, say, in reference to the "expediency of enclosing the Small 

 Downs " that " the magnitude and extent of such a work which would require a break- 

 water and pier of upwards of five miles in length, the small depth of water at the northern 

 entrance and the uncertain nature of the foundation, induce us to abandon the idea of a 

 harbour of refuge at that place." , . , . r ■, -.i. 



According to the spirit of "our Lordships' instructions, and strictly m conformity witn 

 those issued by the Admiralty to the former commission, we have in preference directed 

 our attention to the narrow part of the Channel, where the navigation is dangerous to 

 ships contending with adverse winds, and where in war the risk of capture would be 

 greatest • it is there that we are to provide harbours of refuge for merchant ships, and 

 suitable ports to enable our vessels of war to mamtain their stations in order to give pro- 

 tection to the passing trade. j ,, ., i , ^ 



A harbour in the Downs can only be for ships that have actually passed all the risks ot 

 the narrow part of the Channel, or for ships waiting to commence their voyage. 



For these reasons, aud considering the Downs in its present state an excellent road- 



stead, with Ramsgate harbour immediately adjoining, capable of containing at one time 



upwards of 400 sail, and which may be made to receive 200 sail more, we do not feel o'li- 



•elves warranted in proposing any outlay of the pubUc money in the Downs. 



DOVER. 



History affords proof of the Importance attached to this place as a mllltaiy and naval 



° As tlie advanced post of England on the south-east coast, the want of a harbour here of 

 sufficient capacity for the reception of vessels of war, and for the convenience and protec- 

 tion of trade has attracted the notice of Sovereigns and Ministers from theearliest times, 

 and has led' to a large expenditure of money for the improvement of the present tidal 



In considering positions eligible for the construction of breakwaters, it should be borne 

 In mind that an inner harbour is an indispensable requisite; and, if there is no natural 

 advantage of that sort in the position selected, there must be the double operation of 

 building an inner as well na an outer harbour. 



There are few places that in this respect possess greater advantages than Dover. Iihas 

 a dry dock for repairs, and extensive quays with storehouses. Besides the outer receiving 

 harbour, there is a basin covering more than six acres (now being enlarged to double that 

 size), and a third, called the Pent, which the late Mr. Rennie, in his report to Mr. Pitt, in 

 1802, says may of itself be made capable of receiving many sloops of war and gun brigs, 

 and which the Dover Commissioners are now considerably improving. 



Mr. Pitt, when Lord Warden of the Cinque Ports, was earnestly intent on having Dover 

 Bay enclosed, and it was this circui»stance which led to our obtaining from the Master- 

 General of the Ordnance the plan of a harbour in Dover Bay by the late Major-Geueral 

 Ford, of the Royal Engineers. 



There are two points, each of great importance, which have been suggested as objec- 

 tions to any proposal for converting Dover Bay into a harbour ; one, that the holding- 

 ground is not good; the other, that it will have a tendency to silt up. 



With respect to the quality of ths anchoring ground Her Majesty's steam vessel the 

 Blazer, of 500 tons, and 120 horse-power, was ordered there to test its tenacity to the 

 utmost. The nature of the experiments, and the satisfactory result, will be seen in Cap- 

 tain Washington's report in the appendix. 



In reference to the question of silting up, the commissioners directed samples of the 

 water in Dover Bay to be taken up at different times of the tide, in different depths, and 

 under var>-ing circumstances of weather, which have been transmitted to the director of 

 the fliuseum of Economic Geology for examination. The result, as reported liy Mr. 

 Phillips, will he found in the appendix. 



The comniiltee is of opinion that more extensive experiments are necessary, iu order to 

 determine the quantities of matter borne in suspension by the tidal currents on this part 

 of the coast, and liable to deposit; and beg, therefore, to suggest to your Lordships the 

 propriety of their being continued under the direction of the Admiralty for the space of 

 a year in all circumstances of weather. 



Dover, situated at a distance of only 4i miles from the Goodwin Sands, and standing out 

 favourably to protect the navigation of the narrow seas, is naturally the situation lor a 

 squadron ot ships of war. Its value, in a military point of view, is undoubted ; but thti 

 construction of a harbour of refuge there is, in our opinion, indispensable, to give to Dover 

 that efficiency as a naval station which is necessary in order to provide for the security of 

 this part of the coast and the protection of trade. 



DUNGENESS. 

 This place is a singular formation of shingle, spreading over a space of several miles, 

 stretching out seaward into the fairway of the channel, and having at its termination deep 

 water close to the beach. It is without buildings, except the lighthouse and severid bat- 

 teries, the barracks of which are occupied by the coast guard. 



The point of Dungeness has lengthened out considerably since the present lighthouse 

 was built, in 1792. There is an inscription within the tower by which it appears that at 

 the time it was built the sea was at a distance of 100 yards at low water. We, on our visjt 

 to that place, measured it. and found it to be about UIO yards, showing that it has length- 

 ened out 90 yards in 62 years. 



It is to be regretted that no periodical account has been kept of the lengthening out of 

 the point, which, if it had been taken every year and registered in the lighthouse, would 

 have afforded information of great importance, and would have shewn whether the rate of 

 elongation has been uniform or otherwise. The commission consider it very desirable 

 that an accurate record be preserved hereafter of all alterations of Dungeness point and 

 its immediate vicinity; of its annual extension seaward; of the effects of great storms 

 upon it; and generally of the movement of the shingle. For this purpose tbecummissioa 

 beg to suggest that the Admiralty, in conjunction with the Trinity House, be requested 

 to give directions on the subject. 



Dungeness has ever been remarkable for its good holding ground. Both bays afford 

 excellent and er-tensive anchorage, according to the slate of the wind. It is in evidence 

 that upwards of .300 sail have been sheltered in the east bay at one time, and that more 

 than 100 vessels were at anchor in the west bay a few days before the commission arrived 

 there. Where nature presents so much accommodation and shelter, it will always be a 

 matter for serious consideration whether it may not be well to be satisfied ivith what. is. 

 already so good, and to give to other places of acknowledged importance, in point of posi- 

 tion, the artificial assistance they need, in order to render them available as places of 

 secure anchorage. Dungeness does not possess the advantage of an inner harbour, as 

 Dover, Seaford, and Portland. This, however, takes nothing from its value as a roadstead 

 for merchantmen and for ships of war. 



Having come to the conclusion that it was not expedient to construct a breakwater at 

 Dungeness, we do not advert in detail to what has appeared in evidence as to the effects 

 which such a work would be likely to produce on the lengthening or otherwise of the 

 point, and on the anchorage in the east and west bays ; hut we refer to the opinions of 

 several eminent engineers toucliing the advantages of this important place. 

 BEACHV HEAD, EASTBOURNE, AND SEAFORD. 

 We have now to draw vour Lordships' attention to the bay on the east side of Beachy 

 Head, and westward of Laiigley Point, which the commission of 1840 proposed as a site 

 for a breakwater. 



The shoals called the Royal Sovereign and others as laid down in the Admiralty chart, 

 first attracted our notice with reference to this work ; it was, therefore, thought desirable 

 to have a more detailed and extended examination of the hay by the surveying vessel 

 placed at our disposal by the Admiralty. 



The result has been the discovery or several other patches of shoal water, as shown in 

 the accompanying chart, and our previous impression as to the hazard of placing a har- 

 bour of refuge in such a situation has been so strengthened that we decided to look for a 

 more eligible one on the west side of the head. There is no inner harbour or opening 

 along the coast on the east side of Beachy Head. 



On the west side of Beachy Head the anchorage is free from the dangers which render 

 the east side lets eligllilc as a place for constructing a harbour of refuge. The holding 

 ground off Seaford is of the best qusUty, aud is much resorted to in easterly gales. 



The commission is of opinion that there Is no good position in the neighbourhood of 

 Beachy Head, where a harbour is as necessary as in any part of the Channel, (being about 

 half way between Dover and Portsmouth,) except in Seaford-road, and the accompanying 

 chart shows the place where a breakwater may be constructed with great advantage to the 

 trade, and as a station for armed vessels. 



The commission is fully aware of the objections which may be made to the formation of 

 a breakwater harbour on the west side of Beachy Head, considering the prevalence of the 

 westerly wind ; but the local disadvantages on the east side of the head induce it to give a 

 decided preference to the west side, and the proximity of Newhavsa has materially in- 

 fluenced their decision. 



NEWHAVEN. 

 Newhaven is a convenient tidal harbour, and may be considerably improved inwardly, 

 as well as by carrying out a breakwater from "Barrow Head," into a depth of three fathi 



at low water spring tides ; by advancing the piers seaward, giving a wider ""* 



dredging the channel enclosed between them ; but, as it cannot be made 

 times of tide, it does not come within the scope of ""• i"-*--"'i-^..° <-^ 

 present outlay of the public money for this purpose 



it will be the interest of the commissioners of the Upper and Lower Ouse to apply 

 their revenues to the utmost advantage, so as to give increased faciUties of access to the 

 harbour, should a breakwater be constructed in its vicinity. 



PORTLAND AND WEYMOUTH. 



Our nest and last visit westward was to Portland, which, from its situation with refer- 

 ence to the Channel I.slaiids, and as the boundary of the narrow part of the Channel in 

 this direction, came naturally within the range of our investigation. 



A squadron stationed at Portland will have under its protection, jointly with Dartmouth, 



all the intervenins coast, and these places, nitU Plymouth, will complete the chain of 



