The Sun.
London, England, 1846-10-07 00:00:00

FOREIGN CORN TRADE.

By the steam-ship Britannia we have advices of re-
cent dates from the United States and Canada. The
reports as to the results of the harvest are very favour-
able, and it was estimated that the superior yield of the
crops would afford a large surplus of grain for exports-.
tion. The Wheat had been all secured, but the greater
part of the Indian Corn was then still abroad, that arti-
cle requiring a longer period to arrive at maturity than
other sorts of grain or pulse. The produce of Indian
Corn would, it was expected, prove very abundant; but as
the old stccks were nearly exhausted, prices, had run up
considerably at all the leading markets. The accounts
from hence had caused a good deal of excitement, and the
prospect of Great Britain requiring supplies had induced
holders to demand an advance of 50 to 70 cents. per barrel
fur Flour. At New York, on the 14th of September, good
brands of Western Canal Flour were quoted 20s. to 21s.
per brl., and for superior Richmond Mills 6 doll., or
265. sd. per brl. had been asked. Rather large pur-
chases of %Vheat had been made at New York after re-
ceipt of the English advices of the 19th of August, and
363. per qr., free on board, had been paid fur fine
Genessee. The stock of Flour at New York was esti-
mated at about 20,000 brls. ut the same period of last
year. This certainly does nut look as if we should be
overwhelmed with supplies from the other side of the
Atlantic, for it must be borne in mind that the inland
navigation of North America is usually closed by ice in
November or early in December ; and however large the
crop may be, the new grain can scarcely be got down
from the interior to the ports of shipment before the
fall of the year. Letters from Montreal, of the Bth ult.'
state that a good many orders for the purchase of Wheat
had been received there ; the actual transactions appear,
however, to have been trivial, owing to the limits of the
orders nut corning up to the expectation of holders.
Only a couple of thousand barrels of Flour had, con-
sequently changed hands at 245, 9d. to 255. per brl.
Freight on Flour from New York to London was 3s. Gd
and to Liverpool 2s. 6d. per brl. One vessel had been
chartered to load Flour fur Havre at 80c. (about 3s. 4d.
per brl.)
The accounts from the north of Europe are of very
little interest at present. By advices from Dantzic, of
the 26th of September, it appears that hardly anything
bad been done there in Wheat, with a view of shipping

to London. About 80 lasts of c ild mixed, weighing
601 b. per bushel, had been taken o n J ersey account at
48s. 6d. ; whilst for a parcel of fir4e n tixed, the growth
of 1842, 50s. 6d. per qr. had een. psi tby a local
speculator.
From Rostock we have advice 3 of the 28th of Sep-
tember. No supplies of new cor n had th€n yet reached
that market ; and, there being scarcely any stocks in
granary, the little on hand had been held at high terms,
say 535. to 545. per qr. for the best wheat.
At Hamburgb, on Tuesday, when t did not excite much
attention, the high prices asked ha ving checked the in-
quiry ; tolerable good qualities of red, on the spot,
were then held at 525. to 535., and. for heavy parcels, to
be shipped at outports, 525. per qr. , free on board, had
been asked. A good deal of business had been done in
Danish barley, and from 235. 9d. to 255. 3d. per qr.,
according to weight, &c., had been. paid. Oats had
also been in fair request, and for 40Ibs. quality, to
be shipped for a Danish port, 21s. ad. per qr. had
been realised.

In the Dutch and Belgian markets wheat was still
tending upwards, according to the latest accounts.
In the Mediterranean attention appears to have been
directetl more to Indian corn than to wheat ; at Mar-
seilles as much as 325. to 335. per qr., free on board,
had been paid for the article, and prices had risen nearly
in the same proportion at other ports.
Letters from Trieste quote the price there, on the
24th of September, 28s. to 295. per qr., and at Ancona,
on the 23d ult., the price was 245. 6d. per qr.—Mark-
lane Express.

FORTIFICATIONS of the COASTS
OF ENGLAND.
We spoke summarily a few days ago of a memoir
which M. C. H. Dupin was to read at the Academy of
Science, about the roadsteads or ports of refuge projected
in England upon the English shore facing France. We
are to• day enabled to present our readers with a sketch
of the interesting work.
The works of Plymouth, began twenty-five years after
those of Cherbourg, have been terminated long since,
says M. Dupin, in beginning ; and whilst Cherbourg
drags slowly to an end impossible to foretell, England
is going to create as many Cherbourgs as she finds sites;
from whence all her war navy, quickly and safely col-
lected in one single mass, might be thrown rgsinst
France, in a number of hours, from one hour and a half
to seven hours at most, upon every weak point, from
Dunkerque to the bay of St. Male.
Here is at all events how all those fortified points
' originated. We will show, by M. Dupin's researches,
that England knows how to make the best for her power
of the most harmless and apparently philanthropic
circumstance.
In 1843 a Special Committee of the House of Com-
mons, established to take notice of the shipwrecks expe-
rienced by merchant-vessels on the coasts of England,
had forwarded to the Government the recommendations
of establishing harbours of refuge.
The committee, with a wise reserve, had refrained
from recommending any situation to be preferred for
similar harbours ; nay, they had expressed that such
propositions would be much better solved by a meeting
of some learned persons, also endowed with practical
knowledge, and especially appointed for such a highly
important object.
Being anxious to continue this recommendation, the
Prime Minister, Sir Robert Peel, is concert with the
Lords of the Exchequer, readily appointed a commis-
sion, or board, to be occupied with the sketched work.
The Admiral (Martin) was named the chairman of it,
and all that England possessed of celebrated engineers
and distinguished and experienced naval officers, duly
brought the tribute of their ability to clear up such an
important affair.
Here is the technical programme given by the Lords
of the Exchequer to that great commission, or board,
upon the objects which were judged to require an im-
mediate notice.
1. To determine whether it is desirable that a harbour
of refuge should be constructed in the British Channel,
after duly weighing, on one hand, the public advantages
likely to result, and, on the other hand, the expenses re-
quired by it.
2. What site will seem the most advantageous for a
harbour of that kind, in order to unite in the best
manner the three following qualities .
" That the entrance be easy is every tide for ships
endangered by rough weather.
" That the harbour may serve as a station for armed
vessels in case of war, and perform both defence and at-
tack.
" That it should present easy ways of defence in case
of an enemy's attack."
Moreover, should the Commissioners find out that all
these conditions cannot be fulfilled by a single harbour
of refuge in the British Channel, they are authorised to
develope their researches accordingly ; then to make
known those advantages proper to the various sites
which they will think it their duty to recommend, show-
ing, of course, those they consider most eligible.
These remarkable instructions were dated April 2,
1844. In four months and five days the Commission
visited all the ports along the British Channel, made
new soundings, collected the opinions of all special men,
from the least pilot up to geologists and engineers. At
last, on the following August 7th, the board had closed
their labours, and presented their conclusions to the
Lords of the Exchequer ; all that, says M. Dupin, in
less time than the Academy of Sciences take to give
their conclusions upon a thirty-paged paper.
Now, the author states the results of the inquest.
Prima facie, one might think that the south-western
coast of England, liberally provided by nature, and
assisted long since by industry, offers a sufficient number
of harbours of refuge, which leave nothing to be wished
for.
We have already mentioned Plymouth, to which must
be added Falmouth, the most western situation. In re-
turning towards the east we find in succession—Dart-
mouth, Southampton, Portsmouth, and the Thames.
Not only those chief harbours of refuge have not been
judged sufficient by the board; but they have also judged
that the addition of one great port would not even suf-
fice. They demand works and propose expenses for
these four new situations, which I will make known in
succession.
A speciarcommission, instituted in 1840 (this epoch
is remarkable), had granted the preference for creating
new harbours of refuge:—first, at Dover; second, at
Beachy Head; third, at Foreness, near the North Fore-
land.
Here is the private programme of the board of 1840:
—To visit the coast between the mouth of the Thames
and Selsea Bill, to examine the harbours as sheltering
the vessels which cross the Channel in stress of weather,
and as harbouring merchant vessels pursued by hostile
cruisers in time of war, and more particularly as stations
for war steamers, iu order to protect the British trade in
the narrow parts of the Channel.
The first board had proposed Foreness, near Margate,
which offered a safe site and a good anchorage ground
for merchant vessels. The new board rejects it. They
want two ports:—Harwich, that with some improve-
ment will offer the same advantages, by serving as a
national station to a squadron of war-steamers; and the
Bay of Hollesley, which will conveniently receive men-
of-war. Ramsgate also attracts the board's attention.
But the site which they prefer to any other is Dover.
Dover is the point both nearest and most threatening to
France.
Lately Dover has become still more valuable by the
railway from London to this port, and branching into
other lines. In two hours' time masses of soldier,
marine crews, naval stores and ammunitions, and a whole
train of ordnance, can be sent to Dover, starting from
London, Deptbrd, Woolwich, and Portsmouth.
Dover possesses a dry dock for the repair of merchant
vessels, and expanse of wide quays and spacious ware-
houses; beides the fore-out dock, the wet dock is more
than two hectares and a half in surface, and works are
going on to double this space. There is, morever, a
third dock, which might be fitted to receive a great
number of sloops and gun-brigs, which dock is now
being considerably improved.
When the celebrated William Pitt carried on a deadly
struggle between England and France, he wished eagerly
to establish a road closed in the front of Dover; he had
plans drawn up for that purpose. The ordnance de-
partment has found them again in its records, and has
presented them to the board, whose labours I am exa-

milling.
After numerous experiments continued during a whole
year, the commissioners conclude unanimously (but for
one vote), that Dover, favourably situated to protect the
navigation of the straits, is the natural station of a divi-
sion of war vessels. Moreover, the construction of a
harbour of refuge in this place is also ascertained as indis-
pensable fur the protection of trade.
In continuing to advance to the south, the board neg-
lects the two bays separated by Cape Dungeness, both
excellent anchorages. The reason for this seeming abo-
lition, however, deserves to be named. It runs thus :
It is because, when nature presents such a commodious
shelter, it will always be a subject of serious thought to
know that one must not be satisfied with the good wo
find, in order to procure to other places (of an ascer-
tained importance as to the site) the artificial help they
require, to acquire the qualities of a safe and quite an-
chorage.
Two or three leagues farther than Cape Beachy you
will find Seaford.
This presents a magnificent anchorage, which lies fe-
licitausly within the same distance from Dover and
Portsmouth. Such is the intermediary site fur which
the Commission does not hesitate to propose to Govern-
ment a great work of art.
The Board demands that in a direction from north
north .west to south south-east there should be con-
structed a breakwater or pier, one marine mile in length,
and a little curved at each extremity by a rectilinear
bend.

Behind this long breakwater, first-rate men-of-war
would find a depth of water more than sufficient ; and
nearer to the land there would remain a very large space
for merchant vessels of every tonnage. This formidable
situation would threaten at once all the French ports,
from Boulogne to Havre, from which it is only 72 miles
distant.
This port will find, without doubt, some inconvenience
in not being protected well enough by Cape Barrow,
westwards, the west winds prevailing especially in the
stormy season ; but this objection is not predominating.
in the eyes of the Commissioners. Taking into consi-
deration the neighbourhood of the inner port of New•
haven, they do not hesitate to propose for such a valu-
able site an expense of thirty millions of francs-
-1,250,0001. Let us add that by bird's flight the distance
from Seaford to London is only 40 kilometres —3O miles ;
and that, through the railway between Brighton and
London being branched to Seaford, it would be easy to
reach Seaford from the metropolis in less than two
hours.
From Seaford to Portsmouth the British navy will
have nothing to do with ; cne must go further COmiles
westward to reach the magnificent site of Portland.
The isle of Portland shelters and protects westwards
and southwards ; the extensive road of the same name
opens eastwards. ',44
This road is adjoining that of the Weymouth, looking

southwards. The Commission propose to construct a
breakvt ater which would cover, on the south-east, the
roads of Portland. This pier would extend about one
mile and a quarter, with a passage close enough to the
land, in a place where the depth would not be less than
42 English feet.

The expense is estimated at 12,000,000 francs, or
500,0001. sterling. It may create surprise that, with so
great a depth of water, a pier could be constructed for
that sum. But at Portland such a construction is eco-
nomical and easy.
Besides, the isle of Portland possesses inexhaustible
stone quarries, a great part of which belong to the
state, and will be ready for the groundwork of the
breakwater.

The isle has plenty of soft water springs, which will
supply all the vessels anchored in the roads.
Finally, this road offers the advantage of an inner
port at Weymouth, which is formed by the mouth of the
little river Way—hence the name of the place.
Such is the whole of the works the Commission pro-
poses in that site ; a naval division stationed at Port-
land, having under its protection, jointly with the Dart-
mouth station, all the intermediary points ; in short,
these two situations will complete with Plymouth an
unbroken chain of communication, co-operation, and
protection between Dover and Falmouth, in an extent of
300 sea miles, or 556 kilometres.
M. Dupin then enters into all the particulars of the
works to be undertaken upon those different sites, be-
ginning with Dover, which the Commission considers of
first necessity. He next quotes, word for word, the de-
finitive conclusions of the English Commission, which
present great interest in every respect, and accompanies
them with useful remarks, well worthy being meditated,
and by which we will concludo this rapid analysis.
Here are the conclusions of the Commission.

" The Board cannot close their report without ex-
pressing in the strongest terms their unanimous opinion
and profound conviction, that it is indispensable to adopt
snch measures as will procure to the south-east frontier
a powerful naval protection.
" Without any exception, the tide harbours situate on
the coast between Portsmouth and the Thames are net
capable of receiving large steam vessels. Now-a-days,
when steam has introduced so great a change in the
situation of modern affairs, it is an imperious necessity
to make up, by artificial means, for the want of proper
sea ports in the narrow part of the Channel.
" A hydrographical chart shows the points or places
where, from our propositions, our merchant vessels will
find refuge in harbours and closed anchorage grounds.
" By such means, connected with the use of steam at
sea, with railways and telegraphic communications by
land, the naval and military strength of Great Britain
can, in a few hours, be brought to bear with the greatest
effect upon any point of the coast.
" The resolutions we have thought it our duty to sub-
mit to your Lordships of the Exchequer to be executed,
will require a great amount of public expenditure ; but
when the lives, the private property, as well as the
national safety, are the interests at stake, we think no
pecuniary consideration should be allowed to prevent
the realisation of results of such vast importance."

-.
The general chart to which the:Commissioners allude
in their conclusions, says M. Dupin, presents a series of
distances which will certainly strike every attentive ob-
server. Here they are related according to their res-
pective bearings, proceeding from west to east, in geogra-
phical miles, 60 to the degree. Miles
FromlFalmouth to Plymouth, Ist centre of protec-
tion and aggression 3B
From Plymouth to the Isle of Guernsey (a British
possession at the entrance of St. Malo's Gulf)
From Plymouth to Dartmouth 3O
From Dartmonth to Portland (the second important
centre of protection and aggression)
From Portland to the Anglo-Norman Isle of Guern-

sey
From Portland to Alderney, the next Anglo-Nor-

man Isle
(Alderney lies 29 miles from Cberburg.)

Prom Portland to Portsmouth, rounding off tsle of
Wight .
From Portsmouth (the third centre of protection
and aggression) to Alderney B7
From Portsmouth to Seaford (the fourth centre of
protection and aggression) 5B
From Seaford, doubling Beachy Head, to Dover
(the fifth centre of protection and aggression)
From Dover, penetrating in the Thames, as far as
the anchorage in the Nore, facing the naval ar-
senal of Sheerness (the sixth centre of protection
and aggression)
From Dover to Harwich over the Thames (the se-
venth centre of protection and aggession) 55
It will be remarked, undoubtedly, how the centres of
protection and aggression are multiplied, and almost
heaped, in proportion as the coast of England becomes
nearer to that of France. From Portsmouth to the port
of Harwich, in an extent of twenty-two myriametres
only it is proposed to create, according to the estimates
for 96,000,000 of sea works. There will be five great
centres of protection, capable of receiving five naval
armies, and serving as starting points for five expeditions
of great war-steamers— the farthest expedition being
able to pounce in seven hours upon the coast of France,
and the nearest one in one hour and a half; the whole of
which works will exercise their influence, not to say their
sway, upon 150 leagues of our shores, from Dunkirk to
the Bay of St. Malo.
We shall end this memoir by observing that, along all
this vast unfolding of open shores, France possesses but
one great centre of protection—that is, Cherbourg.
Under the reign of Louis XIV. an illustrious member
of the Academy of Sciences, a great citizen, who never
left untried any service he could render to his native
country—the Marshal Vauban—had known how to give
us, at Hardyck, near Dunkirk, a first centre of protection,
which was destroyed not by war, but in peace, by decay,
in the reign of Louis XV.
I should consider myself the most happy of men if I
could hope this memoir will not be without influence ; so
that, in our age, following the example set by a great
reign, and aroused by the indefatigable energy of our
rivals, we should zealously occupy ourselves about the
means fit to give us sufficient centres of protection for
our merchant vessels from Dunkirk to Cherbourg. This
is a vital question both for commerce and the safety of
the country—sueh a question tas can be well solved only
by the united aid of civil, military, and naval science
and art.

Let us call to our assistance hydrography, navigation,
hydraulic ardhitecture, railways, and electric telegraphy,
in order that from Paris, as rapidly as from London,
salutary advices and orders for action should be trans-
mitted in opportune time, finding within proper dis-
tances both places of protection and radiating centres,
such as are required for the security of our shores, and
the honour of our native country.—Journal du Havre.

THE REGISTRATIONS.
EAST SURREY.

The Court sat again yesterday, at the Vestry flail,
Camberwell. In the Christ Church list one case stood
over, that of the Rev. Mr. Mapleton, the rector of the
parish, who described his qualification as " freehold rec-
tory of Christ Church." The vote was objected to by
Mr. Russell, the free-trade agent, and time was allowed
to produce evidence as to the precise nature of the
qualification.
Mr. Meymott said that formerly, under a will by John
Marshall, the rector had a residence in a place called
Axe-buildings, which had long since been pulled down,
and now formed part of the Blackfriars-road, but the
trustees under the will paid the rector 1001, a-year to
provide a residence. This sum was derived from large
freehold estates, and therefore clearly entitled the Rev.
Gentleman to a vote.

Mr. Russell argued that there ought to be some better
evilence as to the nature of the qualification. The
money ought to be paid as a rent-charge, or under an
Act of Parliament, and a variety of other ways, and
there should be some distinct proof of a freehold interest
on land before the claim was allowed.

The REVISING BARRISTER held the qualification
good one, and retained the name on the list.
In the Camberwell list, Mr. Charles Ranken claimed
as a leaseholder. It appeared that he held the lease of a
residence from Dulwich College, worth 2801. a yea”, but
for which he only paid 621., in consideration of repairing,
&c.. and which he had underlet at a rent of 105/.

Mr. Russell objected to the qualification, on the
ground that there should be a clear profit rental of 501.
per year, the amount in this case being only 431.
Mr. Ileymott argued that the Reform Act only re-
quired that the property should be worth 50/. more than
the amount at which it was underlet, and not that the
lessee should actually have a beneficial interest to that
amount.

The REVISING BARRISTER said his construction of the
Act was that there should be a receipt of 50/. a-year
over and above the expenses, and the name must there-
fore be expunged.
No less than fifty claims were sent in by inmates of
the Licensed Victuallers' Asylum, in the Kent-road.
They described their qualification as "freehold houses
and land."

The claims were objected to by the overseers of Cam-
berwell, in which parish the asylum is situated.
Mr. Russell said he was instructed to support the
claim made by these parties, but, upon the consideration
he had been able to give to the question, he was of
opinion that the claims could not be substantiated. The
parties claiming to vote were the inmates of an asylum
established by the licensed victuallers, for the reception
of decayed members of their body, and the whole of
them had, no doubt, contributed towards the expense of
the building. They wire, however, subject to dismissal
under certain circumstances, and it was questionable
whether they possessed such a freehold interest as would
entitle them to a vote. lie should, therefore, refrain
from going further into the question on the present oc-
casien, and consented to abandon all the claims.
Mr. Shenton, one of the overseers, wished it to be
understood that the claims had not been sent in with
the sanction of the authorities of the asylum.
Mr. Meymott said he was instructed to oppose the
claims, but of course it was now unnecessary for him to
do so. Ile at the same time observed that the parties
had been put to a great deal of expense in printing,
when the parties clearly had no qualifications.
The whole of the names were then struck out from the
list.

EXPORTS FROM SOUTIIANIPTON.—We understand
that the exports of articles of merchandise from this
port to foreign ports during the month of September,
have considerably exceeded any previous month ;
value is about 200,0001, exported to the East and West
Indies, China, Alexandria, Smyrna, Constantinople,
Italy, the Peninsula, and the Channel Islands. There
has been also shipped from hence, for Lisbon, about
30,000/. in gold, which is much in demand there, and con-
sequently at a high premium.—Hampshire Independent.
ROYAL WILLIAM VICTUALLING YARD.—No corn
has yet been received at the Royal William Victualling•
yard, for the purpose of being ground as food for the
Irish. Everything is ready at the yard to begin.—De-
vonport independent.