nd though Sir Edward Watkin, one of its most
prominent advocates, brought bill after bill before parliament to
authorize experimental works in connexion with it, all were rejected. In
1882 the government interfered with the operations then in progress, and
they were ultimately discontinued. They included a driftway 7 ft. in
diameter which was driven for a distance of about 2300 yds. eastwards
under the sea at an inclination of 1 in 72 from the bottom of a shaft
sunk to a depth of 164 ft. in the chalk marl at Shakespeare's Cliff.

About this time the Channel Bridge and Railway Company took in hand the
design of a bridge, the preliminary plans for which were exhibited in
the Paris Exhibition of 1889. The terminal points were Folkestone and
Cap Grisnez, and for the sake of facilitating the laying of the pier
foundations it was proposed to take the bridge over the Varne and
Colbart shoals. The main girders were to be nearly 59 yds. above the
sea-level, the railway itself being more than 20 ft. higher still, and
the spans were to vary in length between 540 and 108 yds. As the result
of a survey of the sea bottom made in 1890, a modification in the line
of the bridge was adopted, and it was taken direct from Cap Blancnez to
the South Foreland. It was found that in this way an excellent bottom
would be obtained for the foundations, and the length of the bridge
would be 3 m. less, the number of piers, by employing spans of 434 and
542 yds. alternately, being reduced to 72. The cost of this structure
was estimated at L28,320,000, exclusive of interest on capital during
the period of construction, which was put at seven years. The same
company also worked out plans for a moving chariot or platform, capable
of holding a railway train and supported by long legs on a submerged
causeway or track constructed of steel or armoured concrete 45 or 50
ft. below low-water level. No attempt has been made actually to carry
out either this project or that of a bridge.

In 1905 the question of establishing a train ferry from Dover across the
Channel was brought forward by the Intercontinental Railway Company, and
in the following year the Channel Ferry (Dover) Act was passed
authorizing the work. About the same period the Channel Tunnel Company,
which had amalgamated with the Submarine Railway Company, awoke to
activity and started a campaign in favour of its scheme; but the bill
which it promoted was opposed by the government and accordingly w