488 REPORT—1899. 
experience has shown to be the case in other places, no doubt assist in 
breaking up the seas; thus it may reasonably be expected that delay 
will be on a smaller scale than was experienced last year. 
Tn Sir John Coode’s original design, the whole of the East Pier during 
south-west winds would have been inside shelter of the Admiralty Pier 
as it then existed. 
Tt is hoped it has been made clear that had it not been for the change 
of plan consequent on the decision of the Admiralty to carry out the 
splendid work lately started, no disturbance of the traffic would have 
been experienced. 
Is it unwise to suggest that the inconvenience, serious as it has been, 
is only temporary, and that to obtain such a harbour—probably second 
to none—much greater sacrifices would willingly be made by almost every 
port in the kingdom ? 
In conclusion, at the request of the Mayor, Sir William Crundall, 
attention was drawn to the peculiarly favourable situation of Dover, with 
reference to several Continental ports. To illustrate this point, an 
enlarged chart of the English Channel was shown, and the distances in 
nautical miles from port to port were figured thereon. 
The proverbial schoolboy knows that Dover is the nearest port to 
Calais. It is, however, believed that very few persons, whether school- 
boys or of more mature age, are aware that Dover is also nearer to 
Boulogne than Folkestone ; nearer to Flushing, and therefore to Antwerp, 
than either Queenborough or Harwich ; that as regards Dieppe, New- 
haven has the advantage by only 7 nautical miles, and Southampton, 
only a similar advantage with reference to Havre. 
Again, compare Dover with Southampton as a ‘port of call’ for 
foreign liners from Antwerp, Rotterdam, Hamburg, and all ports to the 
North. The comparison will hold good whether these liners are bound 
for the United States, via the Lizard, or for South Africa, India, China, 
and Australia, &c., via Ushant. 
The call at Dover would involve no complicated course such as that 
necessary for Southampton, via Dungeness, the Royal Sovereign lightship, 
the Owers, Spithead, and Southampton Water. 
The course on leaving the ‘ port of call’ is also in favour of Dover, as 
after passing Dungeness a straight course could be set for either the 
Lizard or Ushant, no variations corresponding to Southampton Water, 
the Solent, and the Needles being requisite. 
Not only would there be a saving in distance, but the risks of fogs, so 
prevalent at the back of the Isle of Wight, would be much reduced. 
Under these circumstances it is not surprising to learn that proposals 
have been made to utilise Dover in connection with several lines of ocean- 
going steamers, and that the Harbour Board have already received 
inquiries on the subject. Finally, it is hoped that with the schemes for 
the improvement of the port fully before them the members of the 
Association will cordially agree with the forcible language of Sir Walter 
Raleigh—< nor is there in the whole circuit of this famous island any port 
more convenient, needful, or rather of necessity to be regarded, than this 
of Dover.’ 
