ENGLEFIELD, SIR FRANCIS (c. 1520-1596), English Roman Catholic politician, born probably about 1520, was the eldest son of Sir Thomas Englefield of Englefield, Berkshire, justice of the common pleas. His mother was Elizabeth, daughter of Sir Robert Throckmorton, one of the well-known Catholic family of Coughton, Warwickshire. Francis, who succeeded his father in 1537, was too young to have taken any part in the opposition to the abolition of the Roman jurisdiction and dissolution of the monasteries; and he acquiesced in these measures to the extent of taking the oath of royal supremacy, serving as sheriff of Berkshire and Oxfordshire in 1546-1547, and accepting in 1545 a grant of the manor of Tilehurst, which had belonged to Reading Abbey. He was even knighted at the coronation of Edward VI. that reign alienated him, and he attached his fortunes to the in February 1547. But the progress of the Reformation during cause of the princess Mary, whose service he entered before 1551. In August of that year he was sent to the Tower for permitting Mass to be celebrated in Mary's household. He was released in the following March, and permitted to resume his duties in Mary's service. But in February 1553 he was again summoned before the privy council, and may have been in confinement at the crisis of July; perhaps he was only released on Mary's triumph, for his name does not appear among those who exerted themselves on her behalf before the middle of August. He was then sworn a member of the privy council like many others who owed their promotion to their loyalty rather than to their political abilities. Their numbers swelled the privy council and sadly impaired its efficiency; but Mary resisted the various attempts to get rid of them because she liked staunch friends, and regarded them as a salutary check upon the abler but less scrupulous members who had served Edward VI. as well as herself. Englefield sat as M.P. for Berkshire in all Mary's parliaments except that of April 1554, but received no higher political office than the lucrative mastership of the court of and forms vol. v. of the Political History of England, ed. W. Hunt 1893-1895); T. Mozley, Reminiscences of Oriel and the Oxford and R. L. Poole (London, 1906); P. Friedmann, Anne Boleyn Movement (2 vols., London, 1882); J. H. Newman, Apologia pro (London, 1884), an important work; W. H. Frere, History of the Vita sua (London, 1864); R. Prothero, Correspondence of Dean English Church, 1558-1625, ed. W. R. W. Stephens and W. Hunt A. P. Stanley (2 vols., London, 1893); R. G. Wilberforce and A. (1904), scholarly; J. A. Froude, History of England (1527-1588), a Ashwell, Life of Bishop S. Wilberforce (3 vols., London, 1879) work of literary beauty, research and historical grasp, from an anti-Report of the Royal Commission on Ecclesiastical Courts (1883), and ecclesiastical standpoint, with some blemishes, but of increasing Report of the Royal Commission on Ecclesiastical Discipline (1906), value after the reign of Henry VIII. (12 vols., London, 1856-1870, both H.M. Stationery Office; Official Year Book of the Church of cheap editions, 1881-1882, 1893); J. Gairdner, History of the English England, S.P.C.K. (1906). (W. Hu.) Church, Henry VIII. to Mary, ed. Stephens and Hunt (London, 1902), by the highest authority on the period; H. E. Jacobs, The Lutheran Movement in England (Philadelphia, 1890), chiefly on progressive doctrinal change; A. F. Pollard, Henry VIII. (London, with illustrations 1902, with references 1905), an excellent general history of the reign, England under Protector Somerset (London, 1900), and Life of Cranmer (London, 1904). For Rebellion Period: Contemporary and early: State Papers, Domestic, 1625-1649, ed. J. Bruce, W. D. Hamilton, Mrs S. C. Lomas (23 vols.), from 1649, ed. E. Green (13 vols.), and Calendars of Committees for Plundered Ministers, &c., all Record Publ.; Constitutional Documents of the Puritan Revolution, ed. S. R. Gardiner (Oxford, 1899); J. Evelyn, Diary, ed. A. Dobson (3 vols., London, 1906); also ed. W. Bray and ed. H. B. Wheatley; J. Hacket, Scrinia reserata, Life of Archbishop Williams (London, 1715); P. Heylyn, Cyprianus Anglicanus, Life of Archbishop Laud (Dublin, 1668); W. Laud, Works, ed. W. Scott and W. Bliss, Library of Anglo-Catholic Theology (7 vols., Oxford, 1847-1860); J. Milton, various Prose Works, ed. C. Symmons (7 vols., London, 1806); Puritan Visitations of Oxford, ed. M. Burrows (Camden Soc., 1881). Later: W. H. Hutton, History of the English Church, 1625-1714, ed. Stephen and Hunt (London, 1903), and William Laud (London, 1895); S. R. Gardiner, History of England, under various titles, 1603-1657 (London, 1863-1903), and cr. 8vo edition begun 1883, a work of vast research and learning, contains fair and careful accounts of religious matters; D. Masson, Life of Milton (7 vols., London, 1859-1894); D. Neal, History of the Puritans, ed. J. Toulmin (3 vols., 1837); W. A. Shaw, The English Church, 1640-1660 (2 vols., London, 1900), and on the Westminster Assembly, Cambridge Modern History, iv. c. 12 (Cambridge, 1906); J. Stoughton, Ecclesiastical History of England, Civil Wars, &c. (4 vols., London, 1867–1870), by a dissenting divine, a careful and unprejudiced history; J. Walker, Sufferings of the Clergy (London, 1714). For Restoration and Revolution Period: R. Baxter, Reliquiae Baxterianae, ed. M. Sylvester (London, 1696); and E. Calamy, Abridgment of Life of Baxter (2 vols., 1713); R. Bentley, Life of Bishop Stillingfleet, with Works in 6 vols. (London, 1710); Bishop G. Burnet, History of his Own Time (6 vols., Oxford, 1783); G. Doyly, Life of Archbishop Sancroft (2 vols., London, 1821); W. Kennett (Bishop), Compleat History, vol. iii. (London, 1710); T. Lathbury, History of the Nonjurors (London, 1843); T. B. Macaulay, History of England (5 vols., London, 1858-1861); Magdalen College and James II., ed. J. R. Bloxam, Oxford Historical Society (Oxford, 1886); R. Nelson, Life of Bishop Bull, ed. Burton (Oxford, 1827); J. H. Overton, The Nonjurors (London, 1902), and Life in the English Church, 1660-1714 (2 vols., London, 1885); E. H. Plumptre, Life of Bishop Ken (2 vols., London, 1888); I. Walton, Lives (Bishop G. Morley and others) (London, 1898, and frequently). For 18th century: C. J. Abbey, The English Church and its Bishops, 1700 1800 (2 vols., London, 1887); CČ. J. Abbey and J. H. Overton, The English Church in the 18th Century (London, revised ed., 1887), a pleasant and useful book); R. Cecil, Life of John Newton (London, 1827); A. C. Fraser, Life of Bishop Berkeley, vol. iv. of Works (Oxford, 1871); Lord Hervey, Memoirs of the Reign of George II., ed. J. W. Croker (3 vols., London, 1884); A. H. Hore, The Church of England from William III. to Victoria (2 vols., Oxford, 1886); J. Hunt, Religious Thought in England (3 vols., London, 1873); Huntingdon, Selina, Countess of, Life and Times (2 vols., London, 1839-1840); J. Keble, Life of Bishop Wilson (Oxford, 1863); W. E. H. Lecky, History of England in the 18th Century, vols. i.-iii. and v. (8 vols., London, 1879-1890); Bishop T. Newton, Autobiography, with Works (6 vols., London, 1787); J. H. Overton and F. Relton, History of the English Church, 1714-1800, ed. Stephens and Hunt (London, 1906); W. Roberts, Memoir of Hannah More (4 vols., London, 1834); W. A. Spooner, Bishop Butler (London, 1891); Sir J. Stephen, Essays in Ecclesiastical Biography (2 vols., London, 1853), for an account of the Evangelicals early in the 19th century; Sir L. Stephen, English Thought in the 18th Century (2 vols., London, 1881), for theological controversies; H. Thompson, Life of Hannah More (London, 1838); R. Watson, Anecdotes of the Life of Bishop R. Watson (2 vols., London, 1818), presents a curious picture of a bishop's life 1782-1816; R. and S. Wilberforce, Memoir of W. Wilberforce (5 vols., London, 1838). See under METHODISM; WESLEY (family); and WHITEFIELD, GEORGE. For the Oxford Movement and onwards: A. W. Benn, English Rationalism in the 19th Century (2 vols., London, 1906); A. C. Benson, Life of Archbishop E. W. Benson (2 vols., London, 1899); J. W. Burgon, Lives of Twelve Good Men (2 vols., London, 1888); R. W. Church, History of the Oxford Movement (London, 1891); J. T. Coleridge, Life of Keble (Oxford, 1869); R. T. Davidson and W. Benham, Life of Archbishop A. C. Tait (2 vols., London, 1892); H. P. Liddon and J. O. Johnston, Life of Pusey (4 vols., London, wards. He was an ardent believer in persecution, was present at Hooper's trial, sought Ascham's ruin, and naturally lost his office and his seat on the privy council at Elizabeth's succession. He retired to the continent before May 1559, and from that time until his death was an active participant in all schemes for the restoration of Roman Catholicism. At first his ideas took such comparatively mild forms as inducing the pope to send a legate to persuade Elizabeth to return to the fold; but gradually they grew more violent and treasonable, until Englefield became the close confidant of Cardinal Allen, Parsons and the "jesuited " Catholics, who advocated forcible intervention by Spain and the succession of the infanta; in 1585 Englefield thought that Mary's succession, peaceful or other, would not be satisfactory unless it were owing to Spanish support and she were dependent on Philip. Englefield lived first at Rome, then in the Low Countries, and finally at Valladolid. He was blind for the last twenty years of his life, and received a pension of six hundred crowns from Philip. He had been outlawed in 1 564 and his estates sequestered, but they were not forfeited until 1585, when an act of attainder was passed against Englefield. Even then some legal difficulties stood in the way of their appropriation by the crown, for Englefield, obviously with an eye to this contingency, had conditionally settled them on his nephew Francis. The long arguments on the point are given in Coke's Reports, and a further act was passed in 1592 confirming the forfeiture to the crown. The nephew, however, eventually recovered some of the family estates, and was created a baronet in 1612. His uncle was alive in September 1596, but apparently died at Valladolid about the end of that year. His tomb there used to be shown to visitors as that of an eminent man. See Dict. of Nat. Biog, xvii. 372-374; but additional light has been thrown on Englefield's career since the date of that article by the publication of the Spanish and Venetian Calendars, the Hatfield MSS., the Acts of the Privy Council, and the Letters and Papers of Henry VIII.. (A. F. P.) ENGLEHEART, GEORGE (1752-1829), English miniature painter, the great rival of Richard Cosway, was born at Kew in October 1752, and received his artistic training first under George Barret, R.A., and then under Sir Joshua Reynolds. He started on his own account in 1773, and exhibited in that year at the Royal Academy. He continued the active pursuit of his profession down to 1813, when he retired, and his fee-book, still in existence, records the names of his sitters, and the amount paid for each portrait, proving that he painted 4853 miniatures during that period of thirty-nine years, and that his professional income for many years exceeded £1200 a year. During the greater part of his life he resided in Hertford Street, Mayfair, where he lived till he retired. He died at Blackheath in 1829, and was buried at Kew. He painted George III. twenty-five times, and had a very extensive circle of patrons, comprising nearly all the important persons connected with the court. He made careful copies in miniature of many of the famous paintings executed by Sir Joshua Reynolds, and in some cases these constitute the only information we possess respecting portraits by Sir Joshua that are now missing. His fee-book, colours, appliances and a large collection of his miniatures still remain in the possession of his descendants. His nephew, JOHN COX DILLMAN ENGLEHEART (1784-1862), also a miniature painter, entered George Engleheart's studio when he was but fourteen years of age. He first exhibited at the Royal Academy in 1801, and sent in altogether 157 works. He was a man of substantial means, and in his time a very popular painter, but his health broke down when he was fortyfour years old, and he had to relinquish the pursuit of his pro- | fession. He lived at Tunbridge Wells for some years and died there in 1862. nexion between England and the continent was not finally severed until the latter part of the Pleistocene period. The Channel covers what was previously a wide valley, and may be described now as a headless gulf. The action of waves and currents, both destructive and constructive, is well seen at many points; thus Shakespeare Cliff at Dover is said to have been cut back more than a mile during the Christian era, and the cliffs of Grisnez have similarly receded. Of the opposite process notable examples are the building of the pebbly beaches of Chesil Bank and near Tréguier in Côtes du Nord, and the promontory of Dungeness. The total drainage area of the English rivers flowing into the Channel is about 8000 sq. m.; of the French rivers, including as they do the Seine, it is about 41,000 sq. m. From the Strait of Dover the bottom slopes fairly regularly down to the western entrance of the Channel, the average depths ranging from 20 to 30 fathoms in the Strait to 60 fathoms at the entrance. An exception to this condition, however, is found in Hurd's Deep, a narrow depression about 70 m. long, lying north and north-west of the Channel Islands, and at its nearest point to them only 5 m. distant from their outlying rocks, the Casquets. Towards its eastern end Hurd's Deep has an extreme depth of 94 fathoms, and in it are found steeper slopes from shoal to deep water than elsewhere within the Channel. Nearing the entrance to the Channel from the Atlantic, the 100 fathoms line may be taken to mark the edge of soundings. Beyond this depth the bottom falls away rapidly. The 100 fathoms line is laid down about 180 m. W. to 120 m. S.W. of the Scilly Isles, and 80 m. W. of Ushant. Within it there are considerable irregularities of the bottom; thus a succession of narrow ridges running N.E. and S. W. occurs west of the Scillies, while only 4 m. N.W. of Ushant there is a small depression in which a depth of 105 fathoms has been found. As a general rule the slope from the English coast to the deepest parts of the Channel is more regular than that from the French coast, and for that reason, and in consideration of the greater dangers to navigation towards the French See George Engleheart, by G. C. Williamson and H. L. D. Engle-shore, the fairway is taken to lie between 12 and 24 m. from the heart (1902). (G. C. W.) ENGLEWOOD, a city of Bergen county, New Jersey, U.S.A., near the Hudson river, 14 m. N. by E. of Jersey City. Pop. (1900) 6253, of whom 1548 were foreign-born and 386 negroes; (1905) 7922; (1910) 9924. It is served by a branch of the Erie railway, and by an electric line connecting with a ferry (at Fort Lee) to New York. Englewood is primarily a residential suburb of New York. The site rises terrace above terrace from the marshes in the valley of the Hackensack to the top of the palisades overlooking the Hudson, from which Englewood is separated by the borough of Englewood Cliffs (pop. in 1905, 266). There are several fine residences, a hospital, a public library and the Dwight school for girls (1859). The site of Englewood was for a long time a part of "English Neighbourhood," and was known as Liberty Pole; but until 1859, when the place was laid out, there were only a few houses here, one of which was the " Liberty | Pole Tavern." In 1871 Englewood was set off from the township of Hackensack and was incorporated as a separate township, and in 1896 it was chartered as a city; but the act under which it was chartered was declared unconstitutional, and in 1899 Englewood was rechartered as a city by a special act of the state legislature. ENGLISH CHANNEL (commonly called "The Channel "; Fr. La Manche, "the sleeve"), the narrow sea separating England from France. If its entrance be taken to lie between Ushant and the Scilly Isles, its extreme breadth (between those points) is about 100 m., and its length about 350. At the Strait of Dover, its breadth decreases to 20 m. Along both coasts of the Channel, cliffs and lowland alternate, and the geological affinities between successive opposite stretches are well marked, as between the Devonian and granitic rocks of Cornwall and Brittany, the Jurassic of Portland and Calvados, and the Cretaceous of the Pays de Caux and the Isle of Wight and the Sussex coast, as well as either shore of the Strait of Dover. The English Channel is of comparatively recent geological formation. The land-con principal promontories of the English shore, as far up-channel as Beachy Head. These promontories (the Lizard, Start Point, Portland Bill, St Alban's Head, St Catherine's Point of the Isle of Wight, Selsey Bill, Beachy Head, Dungeness, the South Foreland) demarcate a series of bays roughly of sickle-shape, the shores of which run north and south, or nearly so, at their western sides, turn eastward somewhat abruptly at their heads, and then trend more gently towards the south-east. On the French coast the arrangement is similar but reversed; Capes Grisnez, Antifer and La Hague, and the Pointe du Sillon demarcating a series of bays (larger than those on the English coast) whose shores run north and south on the eastern side, and have a gentler trend westward from the head. The configuration of the coasts is perhaps the chief cause of the peculiarities of tides in the Channel. From the entrance as far as Portland Bill the time of high water is found to be progressively later in passing from west to east, being influenced by the oceanic tidal stream from the west under conditions which are on the whole normal. But eastward of a line between Portland Bill and the Gulf of St Malo these conditions are changed and great irregularities are observed. On the English coast between Portland Bill and Selsey a double tide is found. At Portland this double tide corresponds approximately with the time of low water in the regular tidal progression, and the result is the occurrence of two periods of low water, separated by a slight rise known locally as "gulder." But farther east the double tide corresponds more nearly with the time of high water, and in consequence either the effect is produced of a prolonged period of high water, or there are actually two periods of high water, as at Southampton. Various causes apparently contribute to this phenomenon. The configuration of the coast line is such as to present at intervals barriers to the regular movement of the tidal wave (west to east), so that reflex waves (east to west) are set up. In the extreme case at Southampton the tidal effect is carried from the outer Channel first by way of the Solent, the strait west of the Isle of Wight, and later by way of Spithead, the eastern strait. Finally the effect of the tidal stream entering the Channel through the Strait of Dover from the North Sea must be considered. The set of this stream towards the Strait of Dover from the east corresponds in time with that of the Channel stream (i.e. the stream within an area defined by Start Point, the Casquets, Beachy Head and the mouth of the Somme) towards the strait from the west; the set of the two streams away from the strait also corresponds, and consequently they alternately meet and separate. The area in which the meeting and separation take place lies between Beachy Head and the North Foreland, the mouth of the Somme and Dunkirk. Within this area, therefore, a stream is formed, known as the intermediate stream, which, running at first with the Channel stream and then with the North Sea stream, changes its direction throughout its length almost simultaneously, and is never slack. Under these conditions, the time of high water eastward of Selsey Bill as far as Dover is almost the same at all points, though somewhat earlier at the east than at the west of this stretch of coast. The configuration of the French coast causes a very strong tidal flow in the Gulf of St Malo, with an extreme range at spring tides of 42 ft. at St Germain, compared with a range of 12 ft. at Exmouth and 7 ft. at Portland. In the neighbourhood of Beer Head and Portland and Weymouth Roads the streams are found to form vortices with only a slight movement. On the eastern (Selsey-Dover) section of the English coast the maximum range of tide is found at Hastings, with a decrease both eastward and westward of this point. Westerly winds are most prevalent in the Channel. The total number of gales recorded in the period 1871-1885 was 190, of which 104 were south-westerly. Gales are most frequent from October to January (November during the above period had more than any other month, with an average of 2.1), and most rare from May to July. It appears that gales are generally more violent and prolonged when coincident with spring tides than with neaps. The winds have naturally a powerful effect on the tidal streams and currents, the latter being in these seas simply movements of the water set up by gales, which may themselves be far distant. Thus under the influence of westerly winds prevailing west of the Iberian Peninsula a current may be set up from the Bay of Biscay across the entrance of the Channel; this is called Rennell's current. Fogs and thick weather are common in the Channel, and occur at all seasons of the year. Observations during the period 1876-1890 at Dover, Hurst Castle and the Scilly Isles showed that at the two first stations fogs most frequently accompany anticyclonic conditions in winter, but at the Scilly Isles they are much more common in summer than in winter, and accompany winds of moderate strength more frequently than in the case of the up-Channel stations. (O. J. R. H.) Salinity and Temperature.—The waters of the English Channel are derived partly from the west and partly from the English and French rivers, and all observations tend to show that there is a slow and almost continuous current through it from west to east. The western supply comes from two sources, one of which, the more important, is the relatively salt and warm water of the Bay of Biscay, which enters from the south-west and has a salinity sometimes reaching 35-6 pro mille (parts of salt per thousand by weight); the other consists of a southerly current from the Irish Channel, and is colder and has a salinity of 35.0 to 35.2 pro mille. As the water passes eastwards it mixes with the fresher coastal water, so that the salinities generally rise from the shore to the central line, and from east to west, though south of Scilly Islands there is often a fall due to the influence of the Irish Channel. The mean annual salinity decreases from between 35-4 and 35.5 pro mille in the western entrance to 35.2 pro mille at the Strait of Dover on the central axis, and to about 34.7 pro mille under the Isle of Wight and off the Bay of the Seine. The English Channel may be divided into two areas by a line drawn from Start Point to Guernsey and the Gulf of St Malo. In the eastern area the water is thoroughly mixed owing to the action of the strong tidal currents and its comparatively small depth, and salinities and temperatures are therefore generally the same from surface to bottom; while westward of this line there is often a strongly marked division into layers of different salinity and temperature, especially in summer and autumn, when the fresher water of the Irish Channel is found overlying the salt water of the Bay of Biscay. The salinity of the English Channel undergoes an annual change, being highest in winter and spring and lowest in summer, and this change is better marked in the eastern area, where the mean deviation from the annual mean reaches 0-3 pro mille, than it is farther west with a mean deviation of 0.1 pro mille. There is also reason to believe that there is a regular change with a two-year period, years of high maximum and low minimum alternating with years of low maximum and high minimum. Variations of long period or unperiodic also occur, which are probably, and in one case (1905) almost certainly, due to changes taking place some months earlier far out in the Atlantic Ocean. The mean annual surface temperature increases from between 11° C. and 11.5° C. at the Strait of Dover to over 12° C. at the western entrance. The yearly range in the eastern area is considerable, reaching 11° C. off the Isle of Wight and 10° C. in the Strait of Dover; westward it gradually decreases to 5° C. a short distance north-west of Ushant. The mean maximum temperature, over 16° C., is found under the English coast from Start Point to the Strait of Dover about the 1st of September and off the French coast eastward of Cape la Hague about eleven days later. In the western area the maximum temperature is about 15° C. and occurs between September 1 and 11. The mean minimum surface temperature is between 5° C. and 6° C. at the eastern end, and increases to over 9° C. off the coast of Brittany. Owing to the thorough mixing of the water in the eastern area the temperatures are here generally the same at all depths, and the description of the surface conditions applies equally to the bottom. In the western entrance, on the other hand, the bottom temperature is often much lower than on the surface; the range here is also much less, about 3° C., and the maximum is not reached till about the 1st of October, or from three weeks to a month later than on the surface. A detailed account of the mean conditions in the English Channel will be found in Rap. et procès-verbaux, vol. vi., and Bulletin supplé mentaire (1908) of the Conseil Permanent International pour l'Ex(D. J. M.) ploration de la Mer (Copenhagen). Cross-Channel Communication.-An immense amount of time and thought has been expended in the elaboration of schemes to provide unbroken railway communication between Great Britain and the continent of Europe and enable passengers and goods to be conveyed across the Channel without the delay and expense involved by transhipping them into and out of ordinary steamers. These schemes have taken three main forms: (1) tunnels, either made through the ground under the sea, or consisting of built-up structures resting upon the sea bed; (2) bridges, either elevated high above the sea-level so as to admit of the unimpeded passage of ships under them, or submerged below the surface; and (3) train ferries, or vessels capable of conveying a train of railway vehicles with their loads. A tunnel was first proposed at the very beginning of the 19th century by a French mining engineer named Mathieu, whose scheme was for a time favourably regarded by Napoleon, but it was first put on a practical basis more than fifty years later by J. A. Thomé de Gamond (1807-1876), whose plans were submitted to the French emperor in 1856. This engineer had begun to work at the problem of cross-Channel communication twenty years previously, and had considered the possibility of a submerged tunnel or tube resting on the sea-level, of steam ferries plying between huge piers thrown out from both coasts, and of a bridge, for which he prepared five different plans. He again brought forward his scheme for a tunnel, in a modified form, in 1867, and exhibited his plans in the Universal Exhibition of that year. About the same time an English engineer, William Lowe, of Wrexham, was also working at the idea of a tunnel. Geological investigation convinced him that between Fanhole, a point half a 1 1 50° F. = 10° C.; 60-8° F. = 16° C. mile west of the South Foreland light, and Sangatte on the French coast, 4 m. W. of Calais, the Dover grey chalk was continuous from side to side, and he considered that this stratum, owing to its comparative freedom from water and the general absence of cracks and fissures, offered exceptional advantages for a tunnel. He and Thomé de Gamond joined forces, and their plans were adopted by an international committee whose object was to popularize the idea of a tunnel both in England and France. Its engineers on the English side were Lowe, Sir James Brunlees and Sir John Hawkshaw, the last of whom in 1866 had made trial borings at St Margaret's and near Sangatte; and on the French side Thomé de Gamond, Paulin Talabot and Michael Chevalier. In 1868 they reported that there was a reasonable prospect of completing the tunnel in ten or twelve years at a cost not exceeding ten millions sterling. They admitted, however, that there was some risk of an influx of the sea, but pointed out that this risk could be determined by driving preliminary driftways, as suggested by Lowe, and for this purpose asked for financial aid from the imperial treasury. A commission of inquiry then appointed by the French ministry of public works reported favourably on the plans, though it declined to recommend a grant of money; but the further progress of the scheme was interrupted by the outbreak of the Franco-German war. The tunnel was by no means the only plan in evidence at this period for securing continuous railway communication between England and France. An iron tube, resting on the bottom of the sea, had been proposed by Tessier de Mottray in 1803, and had again been considered by Thomé de Gamond in 1833; but after 1850 projects of this kind might almost be counted by the dozen. Some of the structures were to be of iron, others of concrete or masonry, and some were to be floated a moderate distance below the surface. One of the most carefully worked out plans was that of J. F. Bateman and J. Revy, who proposed to construct a continuous tube, 13 ft. in internal diameter, of iron rings each 10 ft. long, each ring being built out from the completed portion of the tube by means of a horizontal chamber or bell, which slid telescopically over the last few rings previously put in place, and was moved forward by hydraulic power. About the same time Zerah Colburn produced plans for a tube constructed of 1000 ft. sections, which were to be built in dry dock and then successively attached by a ball and socket joint to the completed portion, the whole being raised from the bottom and dragged out to sea, by the aid of a large number of ships, as each section was attached and launched. Thomas Page, again, the builder of Westminster Bridge, proposed to place eight conical steel shafts at intervals across the Strait of Dover, and to connect them by long sections of tube lowered from the surface, the whole structure being covered with concrete when finished. No attempt was made to put any of these plans into execution, and the same was true of several bridge schemes propounded about the same time; in one of these, spans onehalf or three-quarters of a mile in length were contemplated, while another required 190 towers, 500 ft. apart and rising 500 ft. above the water-level, which obviously would have constituted an intolerable nuisance to navigation. The case, however, was different with a train ferry which was vigorously advocated by Sir John Fowler. His proposal was to employ steamers 450 ft. long, with a beam of 57 ft. and a speed of 20 knots, having railway lines laid down on their decks on and off which railway vehicles could be run directly at each side of the strait. Dover was to be the English port, while on the French coast a new harbour was to be formed at Audresselles, between Calais and Boulogne. This plan in 1872 received the sanction of the House of Commons, but was rejected in the House of Lords by the casting vote of the chairman of the committee. According to another similar ferry scheme, which was worked out by Admiral Dupuy de Lôme in 1870, a new maritime station was to be constructed at Calais, so far off the shore that it would command deep water at every state of the tide, and connected with the French railways by a bridge. After the conclusion of the Franco-Prussian War, negotiations concerning the tunnel were resumed between the French and British governments, and in 1872 the latter intimated that it had" no objection in principle." After some further communications between the two governments in 1874, settling the basis on which the enterprise should be allowed to proceed, a joint commission was appointed to arrange details relating to jurisdiction, the right of blocking the tunnel, &c., and this commission's report was accepted as a basis of agreement between the governments. In 1875 the Channel Tunnel Company obtained an act authorizing it to undertake certain preliminary works at St Margaret's Bay. In the same year the French Submarine Railway Company obtained a concession, with the obligation to spend a minimum of 2,000,000 francs in making investigations; in fact it took over 3000 samples from the bottom of the sea in the strait, and made over 7000 soundings, and also sunk a shaft at Sangatte and started a heading. The English company did not do so much, for it failed to raise the money it required and its powers expired in 1880. Moreover, it was not the only company in the field, and its programme was not universally accepted as the best possible. Some authorities, such as Sir Joseph Prestwich, doubted whether the tunnel should be attempted in the chalk because of the likelihood of fissures being encountered while others who thought the chalk suitable were dissatisfied with the actual plans and formed a rival " Anglo-French Submarine Railway Company." In 1882 another tunnel company made its appearance. In 1874 the South Eastern Railway Company had obtained powers to sink experimental shafts on its property between Dover and Folkestone, and in 1881 to acquire lands, including the beach and foreshore, in that area in connexion with a Channel tunnel. These powers resulted, in 1882, in the formation of the Submarine Continental Railway Company which in that year sought parliamentary sanction for a tunnel, starting from a point west of Dover, at Shakespeare's Cliff; and at the same time the resuscitated Channel Tunnel Company applied for powers to make one from Fanhole, instead of St Margaret's Bay as in its former scheme. The whole question of the tunnel was then widely discussed and considered by various committees, the last of which—a joint select committee of the Lords and Commons in 1883 expressed the opinion by a majority that it was "inexpedient that parliamentary sanction should be given to a submarine communication between England and France." This decision for the time being disposed of the question of making a tunnel, and 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 £28,320,000, 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 | possessed by the crown. The ingenuity expended on the 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 was withdrawn in March 1907. See Blue-book, Correspondence respecting the proposed Channel Tunnel, Commercial No. 6 (1875); Blue-book, Correspondence with reference to the proposed Construction of a Channel Tunnel, C. 3358 (1882); Blue-book, Report from the Joint Select Committee of the House of Lords and House of Commons on the Channel Tunnel (1883); F. J. Bramwell, The Making and Working of a Channel Tunnel," Proc. Roy. Inst., May 1882; Tylden Wright, "The Channel Tunnel," North of England Inst. Min. and Mech. Eng. vol. 33 (1882); W. Boyd Dawkins, "The Channel Tunnel," Manchester Geol. Soc., May 1882, and Brit. Assoc. Rep. (1882, 1899); E. de Rodakowski, The Channel Ferry (London, 1905). (H. M. R.) ENGLISH FINANCE. The history of the English fiscal system affords the best example known of continuous financial development, in respect both of institutions and methods. Though certain great periods of change can be readily noticed, yet from the time of the Norman Conquest to the beginning of the 20th century the line of connexion is substantially unbroken. Perhaps the most revolutionary changes occurred in the 17th century, as the outcome of the Civil War, and, later on, the revolution of 1688. But even in this case there was no real breach of continuity. It is, therefore, possible to trace the normal growth and expansion of British finance as one of the aspects of the nation's history. The primitive financial institutions of England centre round the king's household, or, in other words, the royal economy | precedes the national one. Revenue dues collected by the king's agents, rents, or rather returns of produce, from land, and special levies for emergencies form the elements of the royal income, which gradually acquired greater regularity and consistency. There is, however, little or no evidence of any effective financial organization until we approach the 11th century. The influence exercised from Normandy, which so powerfully affected the English rulers at this time, tended towards the creation of records of revenue claims and also of a central treasury. 66 With the union of England and Normandy under the same head the idea of settled administrative methods was definitely fixed and became of special importance in the field of finance. The systematizing spirit, so characteristic of both the Norman and Angevin kings, produced the great institution of the exchequer (q.v.) with its judicial and administrative sides, and its elaborate forms of account and control. Even before this organization was developed the Domesday Survey (see DOMESDAY BOOK)-now recognized as having a purely fiscal object (in Maitland's words a tax book, a geld book ")-shows the movement towards careful observation of the sources of revenue. It is clear that William I. initiated a policy which was followed by his successors, in spite of the serious difficulties of the period of anarchy during Stephen's nominal reign. The obscure question as to the real origin of the special contrivances employed by the exchequer is, strictly speaking, irrelevant to the financial inquirer, who may be content to hold that, granting the existence of some Old English analogies, the system, as it appears in the 12th century, was a peculiar product of the conceptions as to fiscal organization formed by Norman subtlety. It is the manner in which this institution held together and focused the revenues and expenditure of the kingdom that has to be considered. The picture presented by the " Dialogue of the Exchequer " (c. 1176) is that of a comprehensive system which secured the receipt of the royal income, and provided a thorough audit of the accounts by employing processes adapted to the circumstances of the time. It is, in fact, through the description of financial institutions that it is possible to ascertain the forms of revenue administrative machinery of the exchequer had as its aim the increase of the king's resources, an object in which the officia! class of churchmen and lawyers was deeply interested. In order to understand the character of English finance in the middle ages it is absolutely essential to bear constantly in mind the identification of the king with the state. Though feudalism (q.v.) was, in one of its aspects, a powerful instrument for division of political authority, it, nevertheless, in the particular form in which the Conqueror introduced it into England, enabled the fiscal rights of the crown to be established in a more definite shape than was possible under the older condition. For, in the first place, the actual property of the crown was more carefully administered as each royal manor came under the system of accounting. Again, the various claims or dues of the king took more decidedly the feudal type and received stricter legal definition. Further, the higher judicial organization assisted the of the state made the casual receipts (for such they were) from expansion of court fees; while, above all, the increased authority trade more profitable. In a broad view the sources of revenue fall under the following heads:-(1) The royal estates which were distributed over England, derived in part from the possessions of the old English kings, but increased by the confiscations that followed the events of the Conqueror's reign, as well as by the doctrine that unowned land was the king's (terra regis). Over fourteen hundred manors appear in Domesday as royal property. The forests, placed under special laws, yielded little revenue, except in the form of penalties on offenders. The rural tenants, who at first paid their rents in produce, gradually commuted them into money payments. As the royal demesne was favourable for the growth of towns the rents derived from urban tenants became a valuable part of the yield from the demesne; this, later, took the shape of a payment from the town as a unit (the firma burgi), a method which secured to the burghers freedom from the exactions of the sheriff and which was purchased by special payments. (2) The feudal rights. These included the claim to military service; the three regular aids and the payments of relief at succession to a fief, as also the profits on wardships and marriages. Escheats and forfeitures completed the list. The yield from this source varied with the power of the king and was kept within bounds by the resistance of the tenants as shown in the provisions of Magna Carta. (3) The administration of justice was a lucrative prerogative of the crown. Suitors had to pay for securing the hearing of their cases in addition to the fees for writs, and both amercements and compositions increased the receipts under this head. (4) Two special classes contributed to the royal exchequer. As a great deal of the wealth of the country was in the hands of the church the opportunities afforded by the vacancies of sees, abbacies and priories were utilized for the purpose of securing the profits of these offices during the time in which there was no occupant; and this term was frequently prolonged by the king's action or inaction. The Jews, until their expulsion, were an even more profitable class to the revenue. Being under the absolute control of the crown, they could be taxed at pleasure, either by taking a percentage of their property (e.g. in one case one-fourth), or by levies for alleged offences. The existence of a separate exchequer for the Jews is an indication of their fiscal value. (5) Direct taxation formed an extraordinary or occasional head of revenue. The Danegeld was succeeded by the carucage, and the commutation of military service introduced the scutage, but these forms were of little immediate importance, though very significant for the future course of development. (6) Lastly come the dues claimed at the ports, which contain in germ the customs system of later times, though they rather resemble the harbour charges of modern ports and were very trivial in amount. The history of the English financial system consists largely in the exhibition of the different fortunes of these several component parts of the exchequer receipts; for it must be remembered that the sheriff was bound to account to that tribunal for all that he should have received, and by this agency the local |