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No, 16,365.

LONDON, TUEsDAY -
EVENI G
JANUARY 28) 1845.
5

PRICE sd.

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by T. Wallis, Mus. Doc.
Admission, Is.; Schools, Half-price.
A New Edition of the CATALOGUE, containing Three Hundred
additional Works of Art, &c., since the last revisal, is just published.
price Is.

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.
deputy-masterof the corporation of the Trinity
House, one of the Committee of Management of Rams-
gate Ha► hour, 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 Sand 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 east in the
same way that the Goodwin Sands shelter the whole of
the Downs for a distance of nine mile .
We have had before us an elaborate plan and a very
full report, addressed to the trustees of Ramsgate har-
bour, 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 3,280,000/

I thought desirable to have a more detailed and extended
examination of the bay by the surveying-vessel placed
at our disposal by the Admiralty.
The result has been the discovery of several other
patches of shoal water, as shown in the accompanying
chart, and our previous impression as to the hazard of
placing a harbour 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 aide
of Beachy Head.
On the west side of Beachy Head the anchorage is
free from the dangers which render the east side less
eligible as a place for constructing a Barbour of refuge.
The holding ground off Seaford is of the best quality,
and 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 pre-
valence of the westerly wind • but the local disad-
vantages on the east side of the head induce it to give a
decided preference to the west side, and the proximity of
Newhaven has materially influenced 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 fathoms at low water spring tides, by advancing
the piers seaward, giving a wider entrance, and dredging
the channel enclosed between them ; but as it cannot be
made accessible at all times of tid, it does not come
within the scope of our instructions to recommend any
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 inert ased facilities of
access to the harbour, should a breakwater be con-
structed in its vicinity.
PORTLAND AND WEYMOUTH.
Our next and last visit westward was to Portland,
which, from its situation with reference to the Channel
Islands, and as the boundary of the narrow part of the
Channel in this direction, came naturally within the
range of our investigation.
A squadron station at Portland will have under its
protection, jointly with Dartmouth, all the intervening
coast, and these places, with Plymouth, will complete
the chain of communication and co-oporation between
Dover and Falmouth, a distance of 300 miles.
There is everything at Portland to render the con-
struction of a breakwater easy, cheap, and expeditious,
and the holding ground in the road is particularly good.
A large part of the island facing the bay is Crown pro-
perty, and contains abundance of stone. It has nume-
rous springs, and plenty of the best water may be had in
any direction for the supply of ships.
The roadstead also possesses the advantage of an inner
harbour at Weymouth.

Dover
Seaford .
Portland
Harwich
MILITARY DEFENCES.
The military members of the Commission are of opi-
nion that there will be no difficulty in providing for the
defence of the proposed harbours.
They recommend that casemated batteries be con
structed on the breakwaters themselves, and that these
should be supported by works and defences on the shore,
flanking the approach to them and to the entrance to
the harbours.

£2,500,000
1,250,000
500,000
50,000

By order of the Board,
JAMES WILLIAM GILBART, General Manager.
Lothbury, Jan. 21, 1845.
The Transfer-books will be Closed, to prepare for the dividend,
front the 17th of February to the 11th of March.

I) AVIESIS
Wax Candles,
CANDLES,I ,2d sd. and
inew...ls
55. per lb
did

At Dover and Seaford there already exist works
of defence contiguous to the site of the proposed break-
waters, capable of being adapted to this object.
The island of Portland possesses great natural ad-
vantages for defence, and for the formation of a naval
and military depot, during war, to any extent that may
be required.

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Old Brown Windsor, Is. M.—Rose' 2s.—Superior Almond, 2s. 6d.—
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For Cash, at 'DAVIES'S Old Establishod Warehouse, 63, St.
Martin's-lane (opposite New Slaughter's Coffee-house), Charing-cross.

The military officers are further of opinion, that the
position and construction of the works necessary for the
defence of the proposed harbours cannot be decided on
until the exact site and relation of the latter to the shore
shall have been finally determined.
___ __

HARBOURS OF REFUGE.
REPORT.

TO THE RIGHT HON. THE LORDS COMMISSIONERS OF
HER MAJESTY'S TREASURY.
We, the undersigned Harbour Commissioners, ap-
pointed by your Lordships' minute of the 2d of April
last, whose names are hereunto subscribed, have the
honour to report to your Lordships the result of our pro-
ceedings in pursuance of the objects pointed out to us in
that minute.
We entered upon our important and difficult duties
with a deep sense of the responsibility under which we
should have to offer our opinions.
This feeling lost nothing of its force during our visit
to the south east coast, nor is it diminished on a review
of the circumstances under which we have now to pre-
sent for your Lordships' consideration proposals, which,
if approsed, must necessarily trespass largely on the
public revenue.
The Treasury minute under which we act gives for our
guidance three principal objects, viz. :-
1. The formation of ports of refuge for the safety
and convenience of vessels navigating the British
Channel.
2. That these should be calculated to become, in the
event of hostilities, the stations for ships of war.
3. The consideration of expense as compared with the
public advantages likely to result from the construction
of such works.
Our instructions do Rot bind us by any strictly specific
limits. We are told, "If we think one harbour in the
channel is not sufficient, we are at liberty to extend our
inquiries accordingly."
We avail ourselves of the scope thus given to us, and
being unanimously of opinion that one harbour would
not be sufficient, we proceeded to the extreme west of the
narrow part of the channel at Portland, and eastward to
Harwich, which, though not strictly within the limits of
the channel, is on the south-east coast, and forms an
important termination to our line in that direction. Any
less comprehensive view of the coast would have fallen
short of the spirit of your Lordships' instructions.
The surveyors placed at our disposal by the Admiralty
were directed to make detailed surveys of the anchoring
ground at each place, and also to ascertain if any change
had occurred since the publication of the last charts.
This service has been admirably performed by Captain
Washington and the officers of her Majesty's surveying-
vessel the Blazer, at the eastern ports, and at Portland
with equal skill by Commander Sheringham and the
officers of the Fearless surveying-vessel.
Throughout our proceedings we have received un-
limited assistance from the Lords Commissioners of the
Admiralty, and, amongst other advantages, their Lord-
ships have permitted us to refer, as occasion required, to
their hydrographer, Captain Beaufort, whose ready help
has been most useful.

CONCLUSION.
The Commission cannot close their report without ex-
pressing in the strongest terms their unanimous opinion
and entire conviction that measures are indispensably
necessary to give to the south-eastern frontier of the
kingdom means and facilities, which it does not now
possess, for powerful naval protection. Without any,
except tidal harbours along the whole coast between
Portsmouth and the Thames, and none accessible to
large steamers, there is now, when steam points to such
great changes in maritime affairs, an imperative necessity
for supplying, by artificial means, the want of harbours
throughout the narrow part of the Channel.
The distance chart which accompanies this report
shows the positions where, if our recommendations are
carried out, harbours of refuge or well-protected road-
steads will afford shelter to our commerce. By these
means; and with the advantages of steam by sea, and of
railroads and telegraphic communication by land, the
naval and military force of the country may be thrown
in great strength upon any point_of the coast in a few
hours.

This plan is to convert the Small Downs into a
close harbour by constructing a solid work along the
spine of the Brake, to be brought up two feet above high
watermark.
There is, however, a modifitj suggestion of Sir John
Rennie, which, if adopted, would reduce the cost to about
1,300,0004
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 85,0004
A third by Captain Sir S. Brown, RN., also for
the Brake, the details of which will be found in the
evidence.

It has lately been shown by an Admiralty surveyor,
Captain Bullock, that the Brake Sand has gone about
700 yards bodily in shore.
The Trinityhouse, en obtaining the survey from the
Admiralty, shifted the south and middle Brake-buoys,
and issued a printed notice to all mariners of this re-
markable change.
The Gimmission 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 breakwater 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."
According to the spirit of your Lordship? instructions,
and strictly in conformity with those issued by the
Admiralty to the former Commission, we have in pre-
ference 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 main-
tain their stations in order to give protection to the
passing trade.

The several recommendations we have thought it our
duty to lay before your Lordships must, if adopted, oc-
casion a large outlay of the public money, but when
life, property, and national security are the interests at
stake, we do not believe that pecuniary considerations
will be allowed to impede the accomplishment of objects
of such vast importance.
T. BYAM MARTIN, Admiral, Chairman.
HOWARD DOUGLAS, Lieutenant-General.
J. D. DUNDAS, Rear-Admiral.
J. H. PELLY.
PETER FISHER, Captain, R.N.
J. N. COLQUHOUN, Lieutenant-Colonel, R.A.
R. C. ALDERSON, Lieutenant-Colonel, R.E.
JOHN WASHINGTON, Captain, R.N.
J. WALKER.

I dissent from this report, because I consider the mass
of evidence to be in favour of Dungeness, and because I
cannot recommend a large close harbourat Dover, where
the pilots consider the holding-ground generally indiffe-
rent, and the engineers say it will silt up.
W. SYMONDS, Surveyor of the Navy.
August 7, 1844.

A h—arbourin the Downs can only be for ships that
have actually passed all the risks of the narrow part of
the Channel, or for ships waiting to commence their
voyage..

HARWICH HARBOUR.
We have now to submit to your Lorpships a few
observations respecting Harwich Harbour, which we
consider one of very great importance to the trade of
the country.
This harbour, formed by the junction of the rivers
Stour and Orwell, is one of the finest, and may be ren-
dered one of the most useful havens in the kingdom. It
has a sufficient depth of water and good holding ground
over an extent capable of containing many hundred
ships.
But, with the exception of a channel of 18 feet in
depth, too narrow for general purposes, the entrance to
this port is not deep enough to admit ships of more than
12 feet draught of water at low spring tides; it is there-
fore at present a tidal harbour as regards ships of a
larger class.
It is remarkably well situated for the convenience of
a north sea squadron, and for the protection of the
mouth of the Thames.
It is the only safe harbour along this coast, and is in
the direct line of traffic between the Thames and the
northern ports of the kingdom, as well as of the trade
from the north of Europe.
There is a deck-yard, with building slips belonging to
the Crown, and the property under the Ordnance Depart-
ment is extensive.
It apyears in evidence that by the falling away of
Beacon Cliff, on the west side of the entrance, and the
lengthening out of Landguard Point, on the east side,
the harbour has sustained great damage within the last
25 years.
The bottom at the entrance to the harbour, and the
coast on each side, are composed of blue or London clay,
in which are layers of " cement stone," in great demand
both in England and on the continent. Hundreds of
hands are constantly engeged in collecting it, and the
evidence shoes that by excavating the cement stone in
front of the Ordnance premises, near the foot of Beacon
Cliff, the water has spread so as to be diverted from its
natural course, and the tide rendered so comparatively
feeble, that it no longer acts with its accustomed force
on Landguard Point, which has consequently grown out
500 yards during the past forty years, as shown by the
plan. It has already nearly filled up the deep water
channel, and by its further increase threatens to destroy
the entrance.
In the appendix there are reports to the Admiralty,
from the officer carrying on the surveying service in
the neighbourhood of Hernial, to which we beg to refer
fora full confirmation of our opinion of the necessity of
taking immediate measures for the preservation and im-
provement of this harbour. If this be not done soon, it
is impassible to calculate on the extent of mischief which
may take place; for on every south-west gale the Beacon
Cliff is in peril of being washed into the sea.
We, therefore, feel it to be our duty to submit to your
Lordships the pressing necessity for carrying out a
breakwater or stone, groyne, from the outside of the
Beacon Cliff, so as to surround the foot of it, and to ex-
tend the same over the shoal-water to the north part of
the Cliff-foot rocks, as described in the plan No. 6.
We also recommend deepening the channel to the
harbour to 18 feet at low water spring tides, by remov-
ing the shoals called the " Altars,' and the eastern part
of another shoal called the " Glutton."
PROPOSED BREAKWATERS.
Having made such observations respecting the diffe-
rent ports as may be necessary to enable your Lordships
to form a judgment on the proposals we have to sub-
mit, and having given to the subject referred to us all
the attention which its importance demands, we recom-
mend:—

Po-r
these reasons, and considering the Downs in its
present state an excellent roadstead, 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 ourselves warranted
in proposing any outlay of the public money in the
Downs.

" Rear-Admiral Sir James Gordon, K.C.B. ; Captain
Vidal, Admiralty Surveyor, now commanding her Majesty's
surveying-vessel the Styx ; Lieutenant-Colonel Thompson,
Royal Engineers ; Captain Drew, an elder brother of the
Corporation of Trinity-house ; Mr. J. Walker, and Mr. W.
Cubitt, civil engineers.

We obtained every information we could desire from
the officers of the Cinque Ports, from the officers of the
Royal E❑ !ineers, the collectors of Customs, and from the
officers of the Coast Guard.

The Report of the Select Committee of the House of
Commons on Shipwrecks, to which we are referred by
your Lordships, has been read by each member of the
Commission, ,and the copious information contained in
that volume is tell worthy the attention of all who may
at any time be*:engaged in considering matters relating
to the ports and maritime interests of the kingdom.
It was not to be supposed that an inquiry of such a
nature as the construction of harbours could he entered
on without bringing forward many intelligent persons
with propositions of various kinds ; and the appendix
shows their names and the nature of their proposals.
To each individual we have given a patient hearing,
as our minutes of examination fully testify; and every
fair consideration has been bestowed on their plans.
We invited the Chairman of Lloyd's and the Chairman
of the Shipowners' Society to meet us, or to delegate
others to state the opinions of those great mercantile
bodies with reference to the positions they consider best
as ports for the shelter of their trade.

We have also had before us every class of persons who
were thought capable of affording information, including
several eminent engineers; and, in order to guard against
the often misleading opinions of residents at the different
ports, we have examined many others practically ac-
quainted with the various places, whom we believed to
be unbiassed by local partialities.
The examination of persons so varied in their pursuits
could not but afford much useful information. It has,
however, been no light task to deal with the conflicting
opinions they offer.
With these preliminary remarks we proceed to lay
before your Lordships the result of our deliberate consi-
deration of the whole of the circumstances which have
earnestly occupied our attention.•

1. That a harbour be constructed in Dover Bay, ac-
cording to plan No. 1, with an area of 520 acres up to
low water mark, or 3SO acres without the two fathom
edge; with an entrance 700 feet wide on the south front,
and another of 150 at the east end.
Entertaining the strong opinion we have expressed of
the necessity of providing, without delay, a sheltered
anchorage in Dover Bay, we venture to urge upon your
Lordships' attention the advantage of immediately be-
ginning the work by carrying out that portion which is
to commence at Cheestnan's-head.
Whatever may be finally decided upen as to the form
and extant of the works in Dover Bay, the pier from
Cheesmau's head, run out into seven fathoms water, ap-
pears to be indispensable as a commencement, and it will
afford both facility and shelter to the works to be subse-
quently carried on for their completion.
This will give sheltered access to the present harbour
during south-west gales, and protect it from the entrance
of shingle from the westward ; it will afford time also
for observation on the movement of the shingle within
the bay, and for further inquiry as to the tendency
which harbours of large area, on this part of the coast,
may have to silt up.
These inquiries the Commission consider to be of
essential importance, and the results will afford the
means of determining on the greater or less width
that should be given to the entrances of the proposed
harbour.
2. We propose that a breakwater be constructed in
Seaford Road, in a depth of about seven fathoms of
water, one mile in extent, and sheltering an area of 300
acres, as shown in plan No. 2.
3. That a breakwater be constructed in Portland
Bay, to extend a mile and a quarter in a north-eastern
direction, from near the northern point of the island, in
about seven fathoms of water, having an opening of 150
feet at a quarter of a mile from the shore, and sheltering
an area of nearly 1,200 acres, as shown in plan No. 3.
If only one work is to be undertaken at a time, we
give the preference to Dover, next to Portland, and
thirdly to Seaford.

MODE OF CONSTRUCTION.
Various plans for constructing breakwaters have been
laid before us by highly intelligent individuals, whose
projects are noted in the appendix, and fully explained
in the evidence.
We are directed by your Lordships to report on the
expense to be incurred by the completion of the works
which we recommend ; but, as no approximate estimate
of this can be made without determining the general
principles and modes of construction, we' have examined
the engineers who have come before us and other autho-
rities upon these important points.
The various opinions have been considered by the
Commission, who prefer for the construction of break-
waters, and for the security of the works of defence
upon them, the erection of walls of masonry.
The Commission do not offer any opinion as to the
profile or degree of slope necessary to insure to the
structure the requisite stability. They consider that
this will be best decided by the Government, under pro-
fessional advice, when the works shall be finally deter-
mined on.
The cost of either mode of construction having been
stated to be nearly the same, whether it be masonry or
a long slope of rough stone similar to that of Plymouth
breakwater, the Commission beg to lay before your
Lordships an approximate estimate of the works at the
several places) viz.:—

_
eVA /-/

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77