Star.
London, England, 1824-12-21 00:00:00

,

Jeffignseemigegll6ll2ll2g2
ENGLISH AND BRISTOL CHANNELS
SHIP C4N4L.

EXTRACT FROM CAPTAIN NICHOLLS' REPORT.,
PROPOSED NEW HABOUR AT STOLFORD, a little to
the Westward the small village of tolord, or.stoword, in
the Bristol Chanonf el, and directl y oppositSe tof the tail of the Gore
Sand; an extensive ledge of rocks called the Wick Rocks, runs
out to low water-mark.
This ledge covered at about half flood, and con-
sists of firm ridges of Lias rock of considerable eleva-
tion, and forms a shelter on the W. and N.W. to a kind
of bay, or patch of soft mud, which spreads ont within
it to the extent of nearly a mile ; the whole, however,
ebbs dry at spring tides, out to the extreme point of
the Wick Rooks; but, notwithstanding this circum-
stance, the place appears to me, after repeated exami•
nations, to afford all requisite facilities for an entrance
to the proposed Canal, and for the construction of
substantial piers for the protection of shipping resort-
ing thither.
A Harbour formed here would be without all the
dangers which beset the entrance to the river Parret,
excepting cooly the Gore Sand, on the outer extremity
of which a buoy must be placed. The fiat of mud
within the Wick Rocks is now used occasionally by
small vessels, which there deliver and receive their car-
goes of coal, kelp, &c. Vessels corning from the North-
ward may always, at about half tide, cross the tail of
the Gore Sand, and by doing so would make a straight
course into the entrance of the proposed Harbour ; and
vessels from the Westetard would have no difficulty or
danger of any kind to encounter in entering it.
If an artificial harbour of sufficient extent was con-
structed here it would remedy the chief defect of
Bridgewater Bay, which only wants a place of refuge
for vessels to run to in stormy weather, to become a
valuable roadstead. The entrance to this_harbour would'
face the N.E. and be opposite to the Gore Sand, which
would in a great degree protect it against the sea in N.E.'
gales ; in every other direction it would be sheltered by
the range of coast, and by the piers which would be-con-
-
structed on the Wick Rocks.
If it shall be determined to form a harbour at Susi-
ford, it will I think be desirable to carry the piers out
to low water mark. Vessels drawing twelve or four-
teen feet, will then, on the springs, always be able to
enter at an hour and a half's flood, or even sooner ; and
during neap tides, as the water does not ebb out so low
by six feet, they would be able to enter at all times ea.
tepting for about an hour at each period of low water s,
and this will, I apprehend, be qu.ite sufficient for gene.'
tal purposes.
The depths increase rather suddenly from low water
mark just without the Wick Rocks, and from seven to
nine feet will be found in a line between the entrance to
the proposed harbour here and the tail of the Gore
Sand at low water spring tides—on the neap tides from
twelve to fifteen feet will be found in this line, at tbel
lowest ; and a little without it, and all over Bridgewater
Bay, vessels s ill find good anchorage in from three to
six and eight fathoms.
The deepest water along this coast is from Little
Stoke up past Benhole Point to the Wick Rocks: these
last, forming the termination as it were of those masses
of rocky cliff:, which, extending up from the «'estward,
here meet and repel the flood tide as it is thrown over
from the Ness Point on the opposite shore, and turn it
in a North-easterly directkai towards the Holmes.—
There seems to be no probability, therefore, of arty ac-
cumulation of mud collectir.g here to interfere with the
navigation, or to impede the entrance to any artificial
basin or harbour which may be constructed.
If a harbour was formed at Stolford, connecting with
the proposed Canal, it would afford great facilities to
vessels proceeding to or from Bridgewater and the
River Parret, as they may here enter and depart in
safety at nearly all states of the tide. It would, how-
ever, I think, be advisable to have an entrance likewise
at Coomlawich Reach, so as to ensure the greatest pos-
sible convenience for vessels of all sizes and denomina-
tions to enter and depart from the Canal under every
variety of circumstance.
The ground within the linerofsoast about Stolford
is low and flat, and seems to be very suitable for the
formation of basins and docks on the most extended
scale ; indeed, the natural advantages of this place, as
regards the proposed object, ale of the highest order,
and leave little to be wished for beyond what may be
supplied by artificial means. I certainly think that it
will be advisable to form a floating dock here, into
which vessels may be admitted by locks from the outer
or tide harbour.
The Holmes Light and the Light at Burnham will
be excellent guides in approaching towards or leaving
the proposed harbour; and with the addition of smaller
lights on the pier heads, will enable vessels to enter or
depart without pilots nearly as well by night as in the
day time, which is an object of considerable importance.
A secure harbour at Stolford will, as is before stated,
remedy the great defect of Bridgewater Bay, and serve
as a place of refuge into which vessels will run for shel-
ter during the prevalence of westerly gales, and at all
seasons when they cannot safely anchor in the open bay.
If, however, a vessel shall, in gunning up the Bristol
Channel, with duly blowing weather from the westward,
get off the entrance to the proposed harbour about the
tune of low water, or when there is not a sufficient
depth for her to enter (to indicate which proper signals
must be established) there would be sea room enough
for her to turn to windward until the tide had flowed
to a sufficient deeth; or if it shall blow very heavy, it
might be advisable for her to run over to Penarth Roads,
and anchor under the high head there, where ves-
sels now seek for shelter in such circumstances, and
wait there until it became more moderate.
lf, moreover, it shall happen to blow a strong gale
from the west%%ard when a vessel is entering the Bristol
Channel, it may, perhaps, be expedient for her, as is
now often done, to bring up in Blue Anchor Bay, under
shelter of the high land at Minehead, and remain there
till the gale abated before she ventured to run up for
the harbour ; but in either cf these cases a vessel would
be within .a couple of hours sail of the place, and Blue
Anchor Bay to the Vest, and Penarth Roads to the
North-east, may therefore be considered as most valuable
appendages to the proposed Harbour at Stolford.
PROPOSED HARBOUR AT BEER, IN THE ENGLISH
CHANNEL.
Seaton Bay is formed by the lofty projecting Point
of Beer Head on the West, and-Culver Hole Point on
the East side. These Points are about four miles apart,
bearing nearly E. by N. and W. by S. from each other,
and on the shore, about equidistant from each of them,
stands the small town or village of Seaton. The bay
is free from shoals or other hidden dangers, and over
the whole space, both within and outside these points,
there is excellent anchoring ground, the bottom being

a stiff clay, in depths of from four to twelve fathom,
at low water. Seaton Bay forms the apex or centre of
the great Bay included within the Start Point 4nd 'Bil;
of Portland, the whole of which lies open to southerly
winds, which throw in a heavy sea over this entire
range of coast. .
The little Hay or Cove of Beer is situated in the N.
W. angle of Seaton Bay, and is bowl/led on the N.E.
by White Cliff Point, and on the S.W. by, a bold lofty
ridge of land, called Beer Head, or rather by a smaller
projection in the shore within the' head, called Hall
Point. The space included between White Cliff Point
and the Hall Point, which is known as Beer Bay, is of
small extent, these Points not being quite half a mile
apart; it is however completely sheltered by the high
cliffs, which extend to and form Beer Head, from all
Westerly winds, as far to the Southward as S.W. or
B.W. by S. but from this quarter, all round to E.N.E.
it is open and eiposed.
To remedy this defect, and to form a Harbour which
shall afford shelter for shipping in East South-Easterly
winds, it is proposed to construct a substantial Pier or
Bieakwater, running out into twenty-four feet water at
lyw water spring tides, on a ledge of rocks which ex
tend in a South-Westerly direction from White Cliff
Point. As far out as the Hall Point, a part of this
ledge ebbs dry at present, and yields 'some little pro.
tection to the fishing boats and small craft belonging

to Beer.
In addition to the Pier on the Eastern side, it will,
think, be highly desirable, as has also been proposed, to
extend another Pier from the Hall Cliff Point to pro-
tect vessels in harbour from the imun of the sea, and
against the effect of Southerly winds. These two
Piers will form a secure shelter for the harbour in.
whatever direction the wind may blow. It will, more-
over, I think, be right to form a basin of pretty consi-
derable dimensions in the vicinity of the outer hat boor,
to serve as a kind of inner harbour, where vessels
using the Canal may conveniently lie ready either to
proceed along it to the Northward, or to enter the
English Channel.
Having twice very minutely examined all the lo-
calities of the pidposed Harbour at Beer, on one occa-
sion dining a gale of wind frran W.S.W. and at the
other time when it was blowing strong at S.S.W. and
having moreover carefully considered the effects which
will be produced by the Piers intended to be con-
structed there, both to Easterly and Westerly w incts, I
confidently declare my opinion, that vessels of 900
tons burthen will not find any difficulty whatever in
entering the harbour, when it shall be completed ac-
cording to the present plan, at any period of the tide,
and in any state of the weather.
The shelter which will be afforded by the high land
of Beer Head to the proposed Harbour and to vessels
approaching towards or leaving it in westerly winds is
so effectual, that if it blew a hurricane in the offing a
ves el will no sooner have gotten within the head than
she will instantly be calmed, and may enter the harbour
with perfect ease. When it blows strong atEast or South-
east, some precaution will of course be necessary in ap-
proaching the entrance, and care ought to be taken to
make the vessel snug before she approaches to the pier
heads, but when once she has hauled within them she
will be perfectly sheltered and may ride out the
1 heaviest gale in safety.
The Portland Lights are distinctly visible from the
proposed harbour at Beer, and will be of great service
as a guide to vessels departing from it at night. These
lights too will serve to guide vessels in their approach
to the harbour, and with the aid of smaller lights to be
placed on the pier heads, will enable vessels to enter it
at night, if the weather is moderate; and should it be
stormy, the lights will be a good mask to point out to
vessels their n ue situation when plying off and on in the
bay, waiting for daylight to enter the harbour.
As an outlet from the Ship Canal, I consider the
proposed harbour at Beer perfectly unexceptionable ;
and it possesses advantages in this respect which it
would, perhaps, be in vain to lurk for el ewhere. All the
objections which have ever been raised against it appear
to hinge on the supposed prevalence of southerly winds,
during which it has been contended vessels will find it
difficult to work out of Seaton Bay and the great Bay
without it. The fact, however, is, that the wind rarely
blows horns across the English or Bristol Channels either
from the northward or southward, and scarcely ever
for any long continuance; but rather, as has been before
stated, it assumes the direction of the coast; if, however,
it shall happen to blow so strong at south or south-east
that a vessel cannot get out of the harbour, I am quite
sure that she will be in a better situation there, until it
moderates, than outside in the Channel.
I think that the proposed harbour at Beer, when it
shail be completed according to the present plan, will
become a place of considerable resort as an asylum har-
bour for coasters and other vessels navigating the Eng-
lish Channel. Such a harbour is much wanted, as at
'present there-is no place of shelter along the whole
coast from Portland to the Start, and vessels embayed
between these points in strong south-easterly gales are
exposed to hazard, more especially in the long winter
nights, having no port to leeward for which they can
run. With this view, then, generally, as well as for the
uses of the Ship) Canal, the vessels frequenting which
will necessarily require a considerable space for their
accommodation, I strongly recommend that the pro-
posed harbour at Beer be made 'as large as the nature
of the situation will admit of; and that all practicable
facilities be provided there, to expedite the entrance and
departure of shipping.
I ought perhaps here to add,whatl sincerely think, that
the plan of taking the Canal at once on to Beer Harbour
is, in my opinion, infinitely preferable to that which was
laid down when this subject was under discussion some
years ago; for if the entrance harbour could have been
formed where it was "then proposed to construct it, in
Seaton Bay, and if it could have been kept free from
shingle, vessels could not have entered into it, except-
ing in moderate weather ; and the difficulty and delay
in transporting them thither from Beer Harbour would
have been so considerable as to deter vessels from using
either the one or the other to the extent that the pro-
moters of the Canal had a right to expect, from the
large sums of money which would have been expended
in the formation of these two harbours.
Atriong the natural advantages of Beer Harbour may
be reckoned a plentiful spring of water, which issues
out from under White Cliff Point. This might be con-
ducted along the Eastern Pier, and would serve to sup-
ply any number of vessels with water, in the shortest I
time, and the most convenient manner possible. During
war, the facility of procuring a supply of water in such
a situation would be an important accommodation to
our fleets and cruisers; and as the water is peculiarly
fine, and keeps remarkably well at sea, the procuring a
supply of it here would probably conduce to the health
of the crews, as well as to a saying of time and expense.

The harbour at Beer will, I think, i i its character
and consequences, be very similar to the proposed har-
bour at Stolford ; it will, in short, Ire the same to the
great Bay between Portland and the Start, that the,
latter will be to Bridgewater Bay and the Bristol!
Channel—each of them will serve as ports of refuge for
vessels in stormy weather, and both of these places will,
in my opinion, be fit terminations for the proposed Canal.
The following shews the amount of Tonnage which may be ek-
pected to pass through the Canal after it shall be completed :
1:•—1 consider that the whole line of country from
five miles south of Taunton and Langport to the
shores of the English Channel, and for every con-
siderable distance on each side of the Canal, will
eventually, if not immediately, derive from it their
supplies of coals, timber, groceries, dry goods, and
all other articles of import. This comprises an ex-
tensive and populous district, including the large
and opulent towns of Iloniton, Ilminster, Avnins
ster, Chard, and Crewkerne, beside several consi-
derable villages. The entire population of this dis-
trict cannot, I imagine, be less than 50,000, which,
reckoning that each person consumes a ton of coals
per annum on an averag%; and this, including the
consumption of manufactories and gas works, is
low average, wili require 90,000 toes. ut as
the coals for the supply of the country bordering
on the Canal will not be carried along its entire
length, and as I wish rather to keep witbin than
'to exceed the reality, 1 will take the quantity of
coals for the whole line at only one half, or 45,000
tons. The quantity of groceries and other goods
I for the supply of the same district may be safely
taken at 15,000 cons more, making a total of
likr,ooe tons
2.—1 consider that the whole of the South coast
of England, and the country within it, will even-
Wally be supplied with coals from the Welsh
ports by means of the Canal, as it will be thence
that the best article for general use may be pro-
cured, and at the cheapest rate. The quantity of
coals consumed along the Southern shores of the
kingdom has been variously estimated at front
1,4C0,000 to 2,000,0(K) of tons. I will take it
1,000,000 of tons only, and I will suppose that of
this quantity no more than one half will pass
through the Canal, or 300,000 tons
Lias cone for paving, and which also
burns into lime of the very best quality, and flints
for the roads, exist iu the greatest abundance
along the proposed line of canal, and at the point
where it will join the Bristol Channel, the shore
for massy miles is covered with ass almost Inca-
hasistible accumulation of bits'e pebbles, similar in
quality to the Aberthaw limestone, which is de-
servedly held in such high estimation all over the
kinkolom. That these valuable materials will be
carried along the Canal and distributed over the
Southern p 3119 of England cannot be doubted ;
and I am confident that I shall be very far within
the amount in reckoning the annual tonnage front
this source at only 30,000

4.—lt appears by the Parliamentary Returns
that 5088 vessels passed round the Land's End
lbst year, between the Western and the Southern
ports of England—nearly all these would, I ant
persuaded, have passed through the Canal had it
then been formed, and we may calculate on the
whole of them doing so hereafter. The amount of
their registered tonnage was 410,675 tons, but I
will suppiose that only one half this quantity will
pass through the Canal, or 205,557 tons
s.—lt moreover appears, that 1295 Foreign
vessels passed round the Land's End last year to
and from Foreign ports and the Western ports of
England, whose cargoes amounted to 191,801
tons. Now all the motives which can be influen-
tial with our own coasters to avoid the Land's
End, and to go through the proposed Canal, must
operate still More powerfully with Foreigner's,
who are comparatively ignorant or our Coasts, and
who entertain the greatest dread of them. I be-
lieve, therefore, that the whole of these Foreign ves-
sels would have used the Canal; but I will only
reckon here on two-thirds the amount of their
tonnage passing through it, or 127,868 tons
8. It also appears that 1471 British vessels en-
gaged•in trading between Foreign ports and the
IVestern ports of England, passed round the
Land's End last year ; their registered tonnage
amounted to 178,020 tons, and r will suppose that
only half this quantity will pass through the Canal,
or 89,010 tons
7. It appears, lastly, that during the last year
96S vessels, with 106,855 tons of cargo passed be-
tween Ireland and Foreign ports; and also that
1622 vessels, registered at 145,275 tons. passed
be-
tween Ireland and the Southern and Eastern
coasts of England—nuking a total of 2590 vessels
British and Foreign, with 249,956 tons of cargo,
which passed round the Land's Ent to and from
Ireland. What proportion of this would have
passed through the Canal. had the option of doing
so existed, I have not sufficient information to
enable me to estimate with accuracy, not having
visited any of the ports of Ireland fur the purpose
of obtaining it ; but as a considerable number of
these vessels were Foreigners, it will perhaps not
be thought too much if I reckon on or.e-third of
their tonnage, or 85,512 tons

Taal number of Tons estimated to pass through
the Canal annually 1,095,527

At id. per tan per mile the above estimated
number at tons will amount to £4564 13s. 11d.
chargeable for every mile of transit; and as the
Canal will be forty-four miles in length, as trea-
sured on the new line, it will produce a clear an-
nual revenue of - X 200,846 12 4
To this must he added a tonnage rate to be le-
vied on all vessels taking refuge in or using the
proposed Harbours at Beer or at Stallord ; and
also on vessels proceeding along the Canal to
Bridgewater and the !fiver Parret. The amount
annually from these sources will, I think, on an
average of years, tie at least

io,tioo 0 0

Clear income arising from the Canal and ap-
plicable to a dividend among the Proprietors - £210,846 12 4
It is calculated that the Revenue to be derived from
the internal traffic on the Canal will cover the expense
of management, and maintenance after it shall be
completed.

POLICE IN TELLIGENCE.