482 REPORT—1899. 
superstructure above quay-level. The damage was clearly due to the 
thickness of the parapet, as originally designed by Messrs. Walker and 
Burgess, having been very largely reduced with a view to give greater 
width for passenger platforms. At the time the pier was designed it was 
not contemplated that it would be used for train service. 
Between the years 1869 and 1889 many designs were put forward for 
the improvement of the port ; these need not be now considered, but it 
may be of interest to note that a Committee appointed in 1881 to con- 
sider certain questions relating to the employment of convicts in the 
United Kingdom reported in favour of a continuation of the system under 
which large public undertakings, such as the fortifications and breakwater 
at Portland, the great basins at Chatham, and other similar works, had 
been constructed. From all the schemes laid before them, the Committee 
selected, on account of their magnitude, their importance from a national 
point of view, and as well suited for the employment of prison labour :— 
1. The construction of a pier and breakwater at Dover so as to form 
with the Admiralty Pier a large harbour similar to that at Portland ; and 
2. The formation of a harbour of the same character at Filey in 
Yorkshire. 
The large convict prison on the East Cliff was constructed with the 
intention of carrying out the recommendation of the Committee as regards 
Dover, but, for several years, no further steps were taken (see Plate). | 
On reference to the diagram, which was exhibited to the Section, it is 
seen that the Admiralty Pier must give fairly good accommodation for. 
landing and embarking even during ordinary gales from the S.W. 
During exceptional storms, broken water is carried over the parapet, and 
access to and landing from steamers is attended with risk. For use during 
moderate winds from the E. and N.E., landing facilities have been provided 
by the construction of stages on the western face of the pier. It is, however, 
evident that with winds from the 8.E., the pier is exposed on each face, 
and serious delay and inconvenience have been thereby caused. To im- 
prove the then existing conditions, the Dover Harbour Board in 1890 
consulted the late Sir John Coode with a view to the construction of a 
sheltered deep-water harbour. 
The work was sanctioned by Act of Parliament in 1891. 
The design recommended and adopted is shown on the Plate. The 
scheme, for convenience of description and to distinguish it from the larger 
national works,.is frequently designated ‘the Commercial Harbour,’ and 
will be so named whenever it is referred to in this paper. 
The sheltering works proposed were: (1) An Eastern Pier, running 
about 8.E. from the Clock Tower, and (2) An extension in an approxi- 
mately eastern direction of the Admiralty Pier. The sheltered area which 
would have been enclosed was 56 acres, and within this it was proposed 
to reclaim an area of about 5 acres lying between the inner end of the 
Admiralty Pier and the entrance to the existing Inner Harbour. From 
the front of the reclamation two jetties, each 400 feet long and 100 feet 
wide, were to be constructed, They were to be furnished with commodious 
landing-stages, having platforms at various levels to accommodate steamers 
at all states of the tide, and were to be connected with the railway systems 
of the South-Eastern and London, Chatham, and Dover Companies. A 
depth of 15 feet at low water was to have been provided alongside and in 
the approach to the jetties. 
The only pari of this scheme commenced up to the present time is the 
