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circle of the forts surrounding Dover. The Tunnel will pass under the corner of Dover Castle, about 300 feet below it. From this point a shaft could be sunk in the fort down to the Tunnel, by means of which transit through the tunnel could be effectually stopped in half-an-hour, and the process of stopping could not be hindered unless an enemy had previously taken the fort (p. 206).
"There is abundance of means of stopping it from the shaft in such a way as not to destroy or even injure the Tunnel. Throwing chalk down the shaft w^ould speedily block the Tunnel. If necessary, provision could be made for admitting sea-water … and so flooding the Tunnel sufficiently to prevent its use.
"To me it appears to be of great advantage that we, who are now isolated, should, as regards intercommunication for travelling purposes, at all events, be connected with the European system of railways. At present, I believe this Channel passage does prevent innumerable people from going at all. It prevents a vast number of people going, except when they cannot help it. I know one gentleman who would not cross the Channel for any amount of compensation, and it is no doubt a great obstruction to travelling" (p. 209).
"My being on the Fortification Commission in former times brought me into communication with several military men, and I have never heard until lately the military question raised as an objection: it had not frightened anybody in my recollection until quite lately."
(2.)—Evidence before Sir A. Alison's Committee.
"As a Civil Engineer my function would rather be to say what could be done, than what should be done. It would be practicable to place a fort within the ordnance ground, the guns of which would point into the mouth of the Tunnel. That will be obvious to you without any suggestion of mine. It would be quite practicable, as I have suggested on a previous occasion, to sink a shaft within the fort of Dover Castle down to the Tunnel, which shaft would be in the command of that fort, and
