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CONSTIPATION DESTROYED ; or, Expo-
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DR. CULVERWELL ON MARRIAGE,
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TIDAL HARBOURS COIVIMISSION
The following extracts from the Second Report of the
Tidal Harbours Commissioners, presented to both Houses
of Parliament, will be found interesting :
A more extended inquiry has fully confirmed the
views which the limited examination of last year led us
to submit to your Majesty. Not only is there a general
want of control over the management and revenue of
the ports, but there is not a single exception among the
numerous cases which have come before us, in which
such a control might not have been the means of saving
unnecessary outlay ; of preventing encroachments that
can now scarcely be remedied, or of stopping works that
must be removed in order to secure the objects to which
the attention of the Commission is directed.
The necessity of such supervision has also become
more apparent since the publication of the returns to the
orders of the House of Commons of August last, from
which we learn that the income of the vari'jus ports of
the United Kingdom considerably exceeds the sum of
800,0001. a year, the whole levied by charters and acts of
Parliament, or otherwise, from dues on shipping, and on
goods borne by shipping, but over the expenditure of
which Parliament has not at present the slightest control.
In Ireland we have been enabled to visit most of the
ports and fishing piers around the coast, and have been
strongly impressed by a sense of the great value of its
natural harbours, their depth and capacity, and the
extent and capability for improvement of its fisheries,
which even in their present state, and with the fishery
piers often in ruins from neglect, afford employment to
19,880 vessels and boats, and 93,000 hardy fishermen.
But these natural advantages are very far from having
been turned to the best account; on the contrary, a de-
tailed examination into the state of the principal ports
shows that although much has been done, and, in many
cases, at a heavy expenditure of money, yet that if the
works had been planned with a little more foresight,
and steadily carried on under efficient control, the
same expenditure would have led to far better results,
and might have removed the causes of complaint for
which there is but too much foundation.
The harbour of Dublin and the river Liffey offer an
instructive example of the correctness of these state-
r ments. Within the last thirty years many improve-
ments have taken place; the depth of water over the
sbeavreraanl d
feuept, tboy tdhe redgciitnyg, qaunatyl s
byh atshe bebeonldinmcereaasuserde
of running out the great north wall ; the traffic
and consequent revenue of the port have more than
doubled; and the latter has risen to 34,000/. a year.
Yet the evidence shows that the foundation of the
quays is generally so imperfect that they will not, in
their present state, admit of the river being further
deepened ; that the south quay, the resort of three-
fourths of the shipping of the port, is encum-
bered at its foot by heaps of mud ; that the
entrance into the Grand Canal Docks is all but
blocked up by sand-banks ; that there is a great want
of graving docks; that there is but one public crane; that
the port charges are very high; and that the ballast, of
which, by Act of Parliament, the ballast-office has a
monopoly, and for which it charges about double the
market-price, is in many cases bad.
Wexford harbour, which, from its capabilities, its po-
sition in a rich country, amidst an industrious population,
and its vicinity to the English coast, ought to be one of
the most prosperous in Ireland, is the resort of little
more than coasting vessels. It appears in evidence that
here are 104 Harbour Commissioners ; that the stream of
the Slaney, and the tidal waters of its vast estuary,
are left uncontrolled ; that the heads of the piles on
which the quays are founded project some feet into
the river, and have caused damage to several vessels ;
that a vexatious toll is levied on all vessels passing
through Wexford Bridge ; and that heaps of stone,
now forming an artificial bar eight feet high, have been
thrown in at the foot of its piers to save the foundation
from being swept away. Similar neglect appears outside
the harbour, where the want of a light off Blaekwater
Bank, and the absence of beacons on the other dangerous
sands which line this coast, are stated to have been the
cause of several shipwrecks, and of a great sacrifice of life,
At Waterford, a capacious natural harbour, consider.
able exertion has been made to deepen the ford and ob-
tain a channel up to the town; but
an extensive mud-
bank still lines the foot of the finest range of quays in
the United Kingdom; the soil, dredged up in one
part of the harbour, is dropped into the stream in
another; thousands of tons of refuse stone are annually
swept into the river from the quarries of Grenagh; while
the bridge, with its thirty-six arches and corresponding
piers, and an opening for ships only eight yards wide,
places a bar to the extension of navigation and improve-
ment towards Carrick-on-Suir and Clonmel.
The celebrated harbour of Cork stands pre-eminent for
capacity and safety, even in that country of fine natural
harbours. The upper portion of it, which falls more im-
mediately within the limits of this commission, extends
for five miles below the city to Passage. This part, since
the year 1820, has been considerably deepened; vessels of
500 tons now come up to the city, and the traffic and in-
come of the port have proportionably increased ; yet
the harbour is far from being in that state which
a revenue of 8,0001. a year for the last twenty-five years
would warrant. Complaints are made that banks at
footsthteeamers which ply be
of the quays cause
th
e greate city riskty
and c
to theovfiene;
that seven weirs cross the river Lee within
one mile and a half of Cork, and impede the up-
ward flow of the tide ; that a wall has been built for
1,500 yards, in a doubtful direction, to guide
,tdhraeendsdgeittnhogef
the current, and is now left in an unfinished state ; that
the silt dredged up from the channel is laid at the back
everyof this
high
wall,g h
tide
d ean;danvid'asthheadt
adno
awrne
asogfalisno intoanre s the, o
reveirrinceri
itvsyiehemhrofirbeuot_yrhe
the tides used to flow has been parily enclosed, whereby a
large portion of tidal water is excluded. Yet this large
,ttls:oopi
the
sea csncaei
harbour
ifaizgfretabnhi
tonsie
uo,c
navigation,
eon,
oxssfeaet declnuadoddbreykfodofahr
being
aiaantl
throughoutegl
prapl left
kfoot
mpafeosprreal properly
ansi
buradeit
ai
esernandendctebtheeeyexd
the upper part of the bed of the river, might be a
Withoutb enefit
to quote the words of a highly respectable witness'
half measures."
Complaints, also, are made that the Glanmire and
Ballinacurra rivers are both in a neglected state, while
the latter has largely contributed to the Cork Ilarbo r Fund ; that a portion of the dues collected in Cork never
reach the hands of the treasurer ; and that money has
been borrowed, and consequently a incurred,docefobatlystaltiegrhfot
rd,
the authority of an act of Parliament.
Surveyors and sailors complain of the too great ele-
vation and ill chosen position of Cape Clear Light ; of
the want of a light en the Foze Rock, the western point
from the
a dis-
tance
was erected expressly
tOosflndeeH Irelandoe fads e ofv; e
nalntiydi nmst ahi fee ts
to the is
Bookno
is
Limerick, at the head of the estuary of the Shannon,
the noblest river in the kingdom, and now, by the
energy of the Board of Public Works, rendered ravi_
gable almost through its whole length, offers great
facility for navigation and commercial enterprise.
construction of floating docks, the
Here there is a magnificent bridge built across
upon moneyehi
pin'
chiefly
the harbour at a cost of 85,000/. ; yet, although
gthiveessapmoeweArsctfourntdbeerwhich
harbour still remains without a dock or place of shel-
ter, and vessels at low water lie on the rocky bot-
tom, and exposed to damage ; while its income
of 4,000/. a year,
gaged to pay the inletveireedst
ex-
pended in building the bridge. It is also stated

Drogheda has been much improved by steadily dredg-
ing the River Boyne, and the revenue of the port has
been more than doubled during the last few years; there
is, however, much yet to be done, and there are various
symptoms of neglect that would vanish under efficient
control; like Galway, its whole dues are mortgaged for
a debt incurred in improving the harbour.
The piers or breakwaters of the artificial harbours of
Kingstown, Howth, Donagbadee, Dunmore, Ardglass,
and Portruab, all built according to the same mode of
rubble stone, with a long slope to seaward, have all
suffered very material damage from the effects of the
waves. Ardglass pier, together with its lighthouse, now
lies a mass of ruins in the sea.
Of the 70 fishing piers, constructed or repaired in
1822 and since, at a cost of 43,000/., chiefly of public
money, many of them, from neglect in receiving timely
repairs, are falling to decay; and one of them, at New-
castle, county of Down, has been entirely destroyed, to
the great distress and almost ruin of the fishermen
around. These piers have nevertheless proved highly
beneficial to the districts in which they are placed, as
have also the harbours built by the liberality of indivi-
duals, as the Earl of Courtown, at Courtown; Lord
Annesley, at Newcastle; Mr. Ogilvie, at Ardglass; and
Viscount Palmerston, at Mullaghmore, in Sligo; and it
is earnestly to be hoped that some efforts will be made to
preserve them from a similar fate.
On the north-west coast of England, the river Lune
and the port of Lancaster are capable of much improve-
ment. The recent Admiralty survey of this district has
shown that there is a deep-water channel, hitherto ne-
glected, in Morecombe Bay, approaching to within three
miles of Lancaster, which, if properly lighted and
buoyed, would afford a harbour of refuge-.the great
want of this part of the coast where all are tidal harbours.
Fleetwood-on-Wyre, from its connexion with the
Preston and London Railway, and from its direct com-
munication with Belfast and Glasgow, has at once
become a port of consequence ; and the admirable
system of lighting adopted in its channel, its extent of
quay accommodation, and its well-appointed and power-
ful steamers, offer an instructive example of what well-
directed skill and energy can accomplish in a few years.
The river Dee and the port of Chester afford a
striking example of the danger to which the interests
of navigation may be exposed by placing the power
over the river in the hands of a joint-stock company,
whose principal interest consisted in the successful
reclaiming the land. The area of the estuary of the Dee
between Chester and ICelstra, was formerly about 12,000
acreq, covered at every spring-tide ;of this space
8,000 acres have been enclosed, or, as it is termed,
reclaimed, and the tidal water excluded ; about
5,000 acres of the land thus obtained on the Cheshire
side, now form the Dee Company's estate, and nearly
3,000 acres on the Flintshire shore are the property of
the adjoining landed proprietors. The Act of Parlia-
ment that sanctioned this extensive encroachment re-
quired that a depth of fifteen feet at ordinary spring
tides should be maintained up to Chester, in default of
which the rental of the company was liable to be seized
and applied_ to thoimprgovement.of the navigation. This
condition, it appears in evidence, has not been complied
with ; the•standard vvtlidh it should be ascertained;
and whit& aeas.required •to• be-maintained, does not exist;
and the river was in so bpi a state,
_in December, 1844,
that a vessel drawing only 8, feet water could not go up
to Chester on a spring tide.
It appears also that a rubble-stone dyke or embank-
ment extends seven miles along the Cheshire side of the
river, "on a line the most injudiciously laid out with
regard to navigation ;" thatithis dyke, a portion of which
is covered at half-tidy, is only marked by insignificant
it,
perches or beacons, that several vessels have struck on
some of which have been entirely lost ; that the river,
from Flint upwards, is neither lighted nor buoy that ;
weir or mill-dam, rising 11 feet above the bed of the river
exists just above the city, dams the water up for several
miles, and prevents the upward flood of the tide ; that
loads of stones are thrown into the river to secure the
foot of the jetties ; and that at Parkgate, twelve miles
below Chester, which formerly was one of the principal
mail-packet stations between England and Ireland, a
dry sand now extends almost across the estuary.
On the south coast, at Salcombe, there are neither
pilots nor a harbour master. On the north-east coast,
the river Tyne and port of Newcastle, including North
and South Shields, take the lead among the principal
coal ports of the kingdom, which, owing 'to the vast in-
crease in steam navigation, are daily rising into great
importance. Newcastle has shipped upwards of two
millions of tons of coal per annum for the last quarter of
a centary ; her foreign trade has risen to half a million
tons yearly, and the revenue derived from the
river and paid to the City Corporation, who
by charter are conservators of the port, amounts
to 19,000/. a-year, exclusive of 6,000/. annually
levied by the Trinity Board for primage, buoyage,
&c. Where all seems so prosperous, it is an un-
grateful task to point out that such a state of things
may be deceitful ; yet so it assuredly will prove to be
on the Tyne if the river be much longer abandoned to
itself, as, generally speaking, it has been till within the
last few years.
Sunderland is indebted less to nature and more to art
than the neighbouring port of Newcastle ; here exten-
sive stone piers project into the sea, by the aid of
which several feet of water over the bar have been ob-
tained, and the enterprise of the coal owner and ship-
builder, and skill of the engineer, have been rewarded
by a revenue of 16,000/. a-year, derived from an exten-
sive home-trade in coals, and a rapidly-increasing fo-
reign traffic. This port, however, is capable of much
improvement ; the quays are private property, and
much out of order ; the moorings were so indif-
ferent that, owing to the pressure of the ice in the
winter of the year 1841, the whole of the shipping in
the harbour brake adrift, and the damage done was
estimated at 30,0001. ; the foundation of a part of the
south pier is so insecure that the scouring
of the sea has undermined its foot ; the en-
trance of the north docks is far from being well
placed; so heavy a swell ranges along the piers, and into
the harbour, that the engineer has been obliged to take
down a large portion of the middle of the south pi
er in
order to make a beaching place for the swell to
expend
itself upon ; and a general complaint is made of the
want of dock accommodation, affording an easy outlet
to the southward in north-easterly wind
_
Hartlepool owes its rapid rise chiefly to
Sunderland.itssouthern
outlet, the want of which is so much fl
felt .
at