Carlingford Lough and Greenore.” Byjanles BARTON, M

February 8, 1876. GEORGE ROBERT STEPHENSON, President, in the Chair. KO.1,435.-“ Carlingford Lough and Greenore.” ByJAnlEs BARTON, M. Inst. C.E. THEAuthor proposes in this Paper to give an account of some improvements effected in the Lough of Carlingford on the east coast of Ire.land, during the past few years. This Lough, shown upon the accompanying map (Plate 4), lies about halfway between Dublin Bay and Belfast Lough. It is sheltered by a natural rock barrierextending fromHaulbowline Lighthouse to Ballagan Point, on the south side of the entrance. This barrier is uncovered almost throughout at low water of spring tides, and part of it is above high water. The entrance to the Lough isconfined to a deep- water channel between the Haulbowline Lighthouse and the Scars whichextend from the SoldiersPoint. The natural entrance, 3 fathoms deep, is about 700 feet wide. Outside this, however, there is a bar-a tail of Cranfield Poinhf blue clay and boulders, which extends across the entrance from the north side in a south- westdirection, and upon which there was formerlya depth of 7+ feet of water atlow tide.South-west of this shoalthere exists a channel more than 18 feet deep throughout ; it was dis- covered by the late Commander Hoskyn, Superintendent of Charts at the Admiralty, who surveyed the Lough, and laid down the channel in 1857 for the first time, and it is called the Hoskyn Channel. Commander Hoskyngave evidence,as tothe great natural capabilities of Carlingford Lough as a harbour, bothbefore the Royal Commissions and the ParliamentaryCommittees who have since dealt with questions relating toit. This deep-water channel, he stated, might,if properly buoyed and lighted, suit steamers; but having two turns at right angles, it could not suit other vessels, and further experience has shown that it would be dangerous even for steamers in rough weather. Within the Lough there is a large area of deep water, safe for anchorage in all weathers, and with good holding ground; the extent for anchorage over 18 feet deep at low water of spring tides is about 1,200 acres. For above one hundred years the navigation from Carlingford Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, allB2 rights reserved. 132 MINUTES OF PROCEEDINGS. Lough up to the town of Newry has been the subject of much engineering thought. Reports were made by Mr. Kimmo and Sir John Rennie, and a ship canal and lock were constructed under the latter ; but the bar was not thenconsidered with a view to its. removal. In the year 1845 the Commission upon TidalHarbours took evidence upon the subject of cutting a channel through the bar from Mr. John Ramsay, who had made some borings and examined it. The Commissioners reported that : “ To render this Bay avail- able as a harbour of refuge, the bar should be deepened to at least 18 feet at low water spring tides, and this for a breadth of two cables’ length, or 400 yards ; the loose boulder-stones should all be, picked up, the limestone skirts of Haulbowline Island should be. removed, and the Earl and otherrocks blasted away. The estimate for deepening the bar was &50,000, but even if double that sum were required, it would be well bestowed in accomplishing that which could not fail to prove an invaluable boon to the numerous vessels navigating the Irish Sea, and, as such, is justly entitled to be considered an object of national importance.”’ In the year 1859 the Commissioners on Harbours of Refuge re- commended the improvement of twelve harbours, of which two were in Ireland, Carlingford and Waterford ; and of Carlingford theyreported: Lough Carlingford, on the east coast, offers 8 spacious natural harbour in the very position that a Life harboul- in this districtwould be desirable, namely, in the track of Liver- pool vessels bound through the North Channel, and of ships from the Clyde bound south through the Irishsea:’’z The Government brought in and passed, in the following years, the Piers and Harbours Act of 1861 and 1862, by which harbour works were facilitated and loans provided, by the Harbours and. Passing-tolls Act, 1861. Under these Acts one of the first applica- tions was made, by the advice of the Author, in the autumnof 1862 to the Board of Trade by the directors of the Newry Navigation Company. They asked for powers to cut the bar of Carlingford,. and to form a channel through it 600 feet wide and 21 feet deep. at low water, at zi cost, including the removal of some rocks, of ;E100,000; and it was proposed to levy ratesupon all vessels enter- ing theLough to pay the interest and instalmentsof a loan for the- - Vide Tidal Harbours Commission. Second Report of the Commissioners, Appendix, p. 63a. London, 1846. * Vide Report of the Commissioners on Harbours of Refuge, vol. i., p xi. London, 1859. Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, all rights reserved. CARLINGFORD LOUGH AM, GREENORE. 133 purpose. Severe opposition arose, and the project was abandoned for thatyear. In the year 1863, however, some gentlemen interested in the Irish North-Western railway,in concert with other local interests, kook up the project, and applied for a provisional order for cutting the bar. This was passed in 1864; and in 1366 a loan of 3230,000 was made by the PublicWorks Loan Commission upon the security of the rates, after an investigation and reportupon the project by Sir John Coode, M. Inst. C.E. The exposed position in which this work had to be done, and the difficult material of which the bar is composed, rendered the cost of theoperation somewhat exceptional;and though the prices were very different from that for ordinary dredging, they were probably as low as thework could be carried outfor, and lower con- siderably than the only tender obtained from contractors. The sea upon the barof Carlingford was too rough for dredging when there was any windfrom the southern half of the compass, and if it blew heavily from the southward the water was too rough for two or three days afterwards; hence the time for work was very limited, and a special dredgerhad to be designed. The dredger was so constructedthat it could lie safely at anchoron thebar in a sea in which dredging could not be continued, and thus be ready waiting for opportanities of working ; it was self-propelling, having a pair of twin screws. Thedays in each yearduring which dredging could proceed varied from sixty-seven in 1871 to one hundred and thirty-one days in1873, and upon many of these days the work was limited to one or two hours. The tonnage raised in .one season varied from 50,060 to 99,720. Arrangements were made to work every quiet hour in summer, and incalm weather the same set of men were employed, sometimes for two or three weeks, from sixteen to nineteen hours a day. The best result was obtained by giving each man a bonus in money, according to his position, for every 1,000 tons of material raised in the fortnight, in addition to his standing wages. The material consisted for the most part of plastic blue clay, occasionally free of all stone and fine enough for pottery work, but generally with bouldcrs of limestone, greenstone, or granite imbedded, and these varying from shingle up tostones of 4 tons weight. The dredger was designed to excavate in a depth of 37 feet of water ; and practically, operations were often carried on at a depth of 34 feet to 35 feet ; the depth of channel excavated being 18 feet at low water, and the rise at high water of spring tides being 16 feet and 17 feet. The dredger was constructed by Messrs. Simons

Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, all rights reserved. 134 MINUTES OF PROCEEDINGS. and Co. of Renfrew, and was of such a model as to steam itself between the Clyde and Carlingford without a tug. The engines are of 60 nominal HP. The mode of proceeding was byarc- dredging ; the dredger, beingheld by six anchors and two backing anchors, was mpved in her work by six steam winches, capable of reversing instantly, and working throughgrooved friction-wheels. The buckets are large, and have strong steel lips with projections to give an entrance into the hard material. The bucket girders are of wroughtiron, 90 feet longby 43 fect deep;the sides. are plated with lattice bracing at the top and the bottom; the hoistinggear is frictional,and the tumbler bars are of steel, With careful handling the dredger will take out any stones imbedded in the clay, and lift in thebuckets all stones of 30 cwt. and under ; those over that weight, when cut out by thebuckets, were thrown off by the arms carrying thelower tumbler, andwere, as occasion offered, chained bya diver and raised on the deck by a crane- constructed on the vessel's bow for that purpose. The average amountraised per day when any work wasdone by the dredger was about 850 tons; but in the ordinary blue clay and stones of thebar about 150 tonsper hour was theusual quantity,and 1,200 to 1,500 tonsper day. On thenorth side of the bar a bed of gravel lay for some distance in the hollows in the clay; in this the d'redger has on different occasions taken up over 3,000 tons in a day, and on one occasion over 4,000 tons in a day of about sixteen working hours. At the bottom of the exca- vation of the18-feet channel, at one place (fortunatelywithin narrow limits), a stratum of gravelly clay was met with so in- duratedthat it was most difficult tocut by the dredger. The divers who first examined this stratum reported it to be rock in situ, but it was not so; of this material, however, sometimes not over 30 tons an hour were raised, and it was broken up almost into gravel before removal. The Author hasalso used this dredger in removing rock under low water in the Lough, first blasting on the surface with dynamite and then dredging away the material ; and with care this can bedone without risk to the machinery. The dredger'was attended by a tug, one steamhopper-barge of 180 tons, and two hoppers without steam, of 150 tons and 120 tons. The material was deposited in deep water both inside and outside the Lough. The channel is about 2 mile long ; the width is not yet fully completed; it is however cut to 18 feet deep at low water for a width of 300 feet, and to 14 feet for a width of 400 feet (Plate 4). Thechannel intended originally was 21feet deep and 600 feet

Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, all rights reserved. CARLINGFORDLOUGH AND GREENORE. 135 wide, but it seems hardly probable that it willat presentbe carried further than 600 feet wide and 18 feet deep. The total cost of the excavations, including the insuranceof the dredging plant, which was a heavy item, parliamentary expenses, management, &C., has been approximately 1s. 9d. perton; the actual work, however, for any one season varied from 1s. 4d. to 1s. 6d. per ton, including allexpenses, and was equal to from 2s. to 2s. 3d. per cubic yard. An attempt was made at first to let this work by contract, but the onlycontractor who offered tendered at 3s. and 3s. 9d. for the 14-feet channel per cubic yard. It has therefore been carried out by theCommissioners of Carlingford Lough, under theAuthor’s direction. A premium was given to the dredging captain and engine-drivers yearly for every ton of coals, by which the total annual consumption connected with the works was kept

within 1 ton of coals to 100 tons of material raised, carried to deep ~ water, and deposited ; the actual tonnagewas from 120 to 130 tons per ton of coals, of which about six-tenths were for dredging and four-tenths for carrying. A series of Stoney’s keel buoys have been laid down to mark the channel a,nd the deep water of the Lough. Twoleading light- houses, with small dioptric apparatus, have also been erected upon wrought-iron screw piles within the Lough, to indicate the lineof the bar channel ; they stand respectively 56 feet and 39 feet over lowwater. They wereerected bythe Author under the Irish Lights Board, and were paid for out of the Mercantile Marine Fund. The piles, 5 inches in diameter, are screwed with 18-inch screws into blue clay and gravel, and the structures, though very light, have withstood the heaviest gales.

In 1862 the Author submitted to the Directors of tJhe London and North-Western and the Irish North-Western railways, then making traffic arrangements in the Korthof Ireland, thatGreenore, in this Lough, afforded facilities for the construction of a deep- water marine station for railway traffic much beyond any other upon the Irish coast between Dublin and Belfast. Greenore lies about 3 miles inside the bar, the water is deep close to the shore, and a projecting point affords a natural shelterfrom the sea entrance of the Lough. These companies entered into arrangements to carry out the plan. In 1845 a project for a railway from Kewry to Greenore had been mooted, its terminus was to have been at a tidal-dock to be formed south of Greenore Point;this project didnot reacha parliamentary committee, and, as its proposition was only for a

Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, all rights reserved. 136 YIXUTES OF PROCEEDINGS. tidal service, it did not offer any special advantages, nor could it do so, inasmuch as the cutting of the bar was not part of the plan. The project of 1862-63 was to bring the streamof traffic, gathered by different routes in the Northof Ireland for England, to a point where a fixed hour steam service could carry it on at once, through a deep-water port, to Holyhead, which already existed as a deep- waterstation and harbour. The various tidalports between Belfast and Dublin have steamers which carrya large quantity of live stock,general merchandise, and a considerable number of passengers, but the latter arechiefly third-class and to Liverpool. The London andNorth-Western and the Irish North-Western Railway Companies entered into an agreement to guarantee the capital for acompany toconstruct a railway from Dundalkto Greenore, and a port at Greenore, with a branch railway from the Belfast line to the new line near Dundalk. Kewry was left out, to some extent,by this proposal, and those interested inthat town came forwardunder the advice of Mr. G. W. Hemans, M. Inst. C.E., with a project for a line from Newry,and the result was that both lines weresanctioned, the above-described branch being abandoned, and Greenore was to have been a joint work andjoint station. The Newry project, however, was not sufficiently supported, and ultimately became the property of the Dundalk Company ; the line to Newry is now being constructed ; that to Dundalk with the portof Greenore have been completed. The works at Greenore are not presented for consideration as either large or remarkable, but as an attempt to deal with the question, How best to provide, conveniently, for a combined pas- scnger, goods, andcattle traffic, andas having a few points of novelty in detail. Plates 4 and 5 prevent the necessity of a detailed description of the accommodation given. The object of the design was to providefor the convenient loadingand unloading, rapidly, of steamers intended to come in and go outdaily, the cargoes being passengers, general goods, andlive stock, andif possible to make the passenger trade so distinctand out of sight and smell of goods (which often included fish), and of the cattle department,that areasonably good class of passenger service could be secured. Withthis view the goods store is placed nextto the face of the quay, as had been previously done at Holyhead by the London and North-Western Railway Company, so that cranes inthe storc can lift from the steamer’s deck and load intothe wagons direct,and vice oevsri. Thereare two

Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, all rights reserved. CARLINGFORDLOUGH AND GREENORE. 137 berths for steamers, one with 14-feet depth at low water of spring tides, theother 17 feet deep, intended tobe used not onlyfor steamers but also occasionally for discharging grain vessels ; there is alsoa short berth for ascrew collier service, and a movable crane to do the work. These cranes are hydraulic, and the wagons are moved about the goods department by running heads worked by hydraulic power. The goods store is 450 feet long by 50 feet wide. The passenger shed is of the same size as the goods store, from which it is separated by a wall. The station and an hotel at the eastern end of the shed are built in connection with the passenger shed, and the passengers pass to and from the steamers by covered ways, 15 feet wide, under the rails of the goods store. These ways are light and airy; they each open out upon a movable stairway shown in Plate 5. This stairway is also 15 feet wide, dividedby a centrebalustrade, and leads to a stage which is raisedor lowered according to thestate of the tide, andthe height of the deck of the steamer. The stages are each 36 feet long by 7 feet wide and 7 feet high, and are covered in. At each end of the movable stage is a door, which leads to the bridge or upper deck of the steamer, ono end of the stage being in front of, and the other abaft the paddle-box. The doorways are 5 feet wide, so that a landing can be used sufficiently wide for two persons to walk abreast, and itis only necessary to have a landing about 8 feet inlength. The stage is raised and lowered by hydraulicrams placed overhead (Plate 5), workingfour chains by which the stageis suspended, and accident is prevented by four racks and palls; the power is applied by a small lever actuating a .stop-cock upon a l-inch pipe. The stage remains in one position whilst the passengers are using it. The stairs are somewhat novel, each step remaining horizontal in whatever position the stage may be, so that when the stage is down the steps form a level platform, and when it is raised they become gradually a stairway, until at the full height the treadof the steps is 6 inches. This is effected by supporting the stairsupon t,hree light wrought-iron beams, attached at the upper end to the movable stage, and travelling at the lower end upon wheels upon rails ; each step rests upon trunnions working in thebeams which .,carry the weight, and the horizontalposition is maintained by the balusters. The balusters are secured to the step, and turn upon .abolt in the top rail; the top-rail ends being fastened to the pillars of the stage, the perpendicular position of the balusters, and so the horizontalposition of the steps, is maintained. Thisstage shelters passengers in going to and from the station, and they are

Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, all rights reserved. 138 MINUTES OF PROCEEDINGS. notbrought into contact with the goods or cattle. Thecattle department lies beyond the passenger shed, and the usual modern appliances are provided, as pens for sheep andcattle, covered houses for pigs, and water laid on in troughs in each pen. The pens open at one side tothe platformswhere cattleare dis- charged from the wagons; each herd is thus kept separate for the drovers ; they then pass by a passage under both passenger shed and goods store, and out through the face of the quay wall to the bow or sternof the lower deck of the steamer. Movable cattle-landing stages, capable of being set to suit the state of the tide, are also provided, the rise of the tide being16 feet at high springs; these landings are40 feet long, similar to anordi- nary cattle-landing, but supported upon light iron girders turning upon an axis at the land end, andraised or lowered at the sea end by rackwork and a handle; they do not project beyond the face of the quay. Inside these, and rolling upon wheels, light stages are provided whichrun out, telescope fashion, tothe deck of the steamer. To effect these arrangementsthe coping of thequay wallwas raised 10 feetover highwater; the foundations for the sea endand deep berthsare 21 feet 6 inches below low water,the upper part of thequay 18 feet 6 inches. The foundation restsgenerally on sandand gravel, hut for it length of about 100 feet on rock; the cxcavationwas made by a dredger to the correct depth, and the bottom was levelled by divers foreach portion as thework proceeded. TheAuthor intended at first to form the whole foundation up to low water of Portland cement concrete, put in soft within close piling, and began with a length of 30 feet in this way. The concrete was made of 1 of cement to 2 of sand and 4 of shingle, witha few large stones, and wasmixed in Ridley’s mixers, and filled into skips, having a capacity of 1 cubic yard, with opening bottoms. These ran on trucksunder the gantries, and were lowered from the stageby a winch;when close tothe bottom the doors were tripped,and the concrete allowed to pass outquietly. Each day’s work seemed toset fairly, but the divers reportedsoft places, and the Author felt it necessary to make further examina- tion than was possible upon the surface ; some piles were therefore drawn from the face and the face examined, when it was found that here and there thin strataof gravel separated the concrete for a considerabledistance. Hopingthat this defect might be prevented by greater care, a short additional length of 10 feet was tried, in which thepile joints were covered with canvas, and great care wastaken to deposit the concrete quietly; but the result,

Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, all rights reserved. CARLINGFORDLOUGH AND GREENORE. 139 though better, was not such that the Author feltit safe to proceed. There were still small veinsof gravel at intervals which could not afterwards bemade good, and which by a little carelessness on the part of the workmen might become a source of serious danger. The quay wall was therefore faced with concrete blocks, set by divers, and backed as far as the piling had been driven by soft concrete. The blocks were header and stretcher so as to key them into the soft concrete, and by theform of mould the header blocks keyed both themselves andthe stretchers. These blocks were 4 feet 8 inches by 4 feet by 3 feet, and 5 feet 7 inches by 3 feet 2 inches by 3 feet, and their weight was about 3+ tons. When the above change was made no further sheet piling was. driven, and the remainder of the wall, until it approached the sea end, was faced by theseconcrete blocks, and thebackface was built of soft concrete in bags, the hearting of the wall being of concrete deposited from skips, as described, without bags. This was commenced in 1870, and was suggested by the fact mentioned to the Author by the late Mr. Barry Gibbons, Engineer of Eings- town Harbour, that he had used concrete in bags as a foundation course for levelling upon the rock for the Carlisle pier in that harbour. TheAuthor exposed concrete inbags to the action of the tide, and found that it set into a solid mass, and had not any of the cementwashed out. The back wall of thisquay was accordingly, from September 1870, built of bags of concrete, each containing a cubic yard;the bagswere made to fit the skips, which had doors at thebottom, the top being leftopen until filled, and then the canvas was quickly laid across and sewn up, the skip was lowered from a gantry pIaced in position by divers, and then tripped and raised, leaving the bag in place. If a bag broke, whichwas very seldom, the whole was removed by the divers. This back wall was carried up to about 2 feet over low water; the bags fitted into each other, and ,locked into the soft concrete inside, so as to make a very satisfactory wall. The last length of 200 feet of the quay wall below low water, including the return whichfaced the current,was formed of blocks of concrete weighing 100 tons each. The position of these blocks willbe understoodfrom thediagrams (Plate 5). They were formed in mouldsconstructed of 3-inchplanks, just above low water, and their size was regulated by the fact that they were to be lifted by flotation before high water; each block was of the full thickness of the wall, and constituted a 10-feet length of the wall, and half the height from the foundation to low water. They were lifted bytwo barges prepared for the pnrpose, with a suitablestage

and lowering winches, with endless screw gearing, and mere SUS- pended by four tie bars, with spade ends, which passed down through holes left in the concrete. Theseends enteredthrougll oblong holes, intwo cast-iron girders,underneath the blocks, and by turning a quarter round held securely. Horizontal shafts were left for the cast-iron beams to be put in at low water, and they were drawn out of the blocks after they were set. The barges came over the blocks an hour or two before high water, the liftingbars were then secured to the cross-head, and the chains were strained by the winches until the blocks were nearly lifted (Plate 6); the tide in a few minutes accomplished the rest, .and the barges carried away the block to the site, which had been levelled by divers; the block was lowered by eight men, who could always easily hold on and stop, and in one or two cases raised, a block. The setting was done by signals from the divers, and by leading marks. The settingof the first block was marked by a fatal accident. One of the tie bars,2$ inches in diameter,snapped across, and the pulleysheave thus freed sprang up, and killed one of the principal contractors, whilst the chain struck the Resident Engi- neer, and fatally injured him. This event delayed the work, and involved such a change of lifting arrangements as would seem to .preclude the possibility of an accident, and finally the blocks were with the altered winch apparatus all safely lifted, carried, and set without furtherfailure. The open dock for the steamers to lie in,for loading andunload- ing, was formed by dredging. It was designed to be protected on the north side by a breakwater, which would also form a coal and fish quay. This portion of the project has not yet been carried out, and the need of such a protection, to prevent the steamerschafing .against the quay-fenders, has only been felt on three or four days in the year. Thecurrent of thetide always sets out along the wall, 80 that there is no tendency to silt up. A thicknessof about 18 inches of rock was excavated in a portion of this dock by divers. Above low water the wall was built of heavy rubble limestonc masonry in lias lime mortar, the face work being set in Roman cement for 6 inches in. The coping is of limestone 16 inches thick ; projecting stones of dressed limestone were left toform recesses to hold fender-piles, which were set every 12 feet, and to the faces of which rubbing pieces of rock-elm were secured by trenails. The fcnders were fastened by bolts 6 feet long, built into thewall. Tllc foundation of the mall wasthroughout protected in front bya filling, first of blue clay, to prevent the escape of sand, and then of stones. (Plate 5.)

Onc of the most difficult points of design was to fender off the steamers properly in front of the movable stages. The amount of direct strain to which a fender-beam unsupported for 20 'feet is exposed, when a steamer comes against it broadside, or strikes it obliquely with her sponsons, is not easy to define, and the only data appeared to be, the strength of piling unsupported, for certain short lengths, which had failed, and others which had not failetl under similarexposure. From such data the strainswere calculated ; andwrought-iron box fender-beams (Plate 5) of heavyplating- were designed and carried down to low water. These beams were secured in recesses in the wall below, and were diagonally braced by box beams, and at the top brought by stays to bear against a. box girder in the wallof the goods store, this girder being bolted down through the wall and strongly stayed behind, diagonally, to the foundation. Theresult so farhas been satisfactory ; and although occasionally these beams have been heavily pressed, there hasnot been a failure anywhere. Timber cushions take off the ordinary chafing, and give a safe place for a captain to run his vessel against, if from any cause he is forced to come alongside with unusual violence. These works were commenced in 1869 and were completed early in 1873. Theirtotal cost at andnear Greenore, including gas- works, water supplyfrom a distance of 2 miles, eighteen workmen's houses, hotel, hydraulic apparatus, &C., was about 3,130,000. The cost of the quay wall, which is on the average 45 feet high, including the foundations, except dredging the site, with extra pay- ments to the contractor, and all staging and including fenders, exceptthose connected with landing-stages, wasvery nearly 323,000 ; and its total length being 840 feet, the cost per lined foot %-as ;E27 Ss. The Authoris disposed to think thatblocks of 100 tons or there- abouts, thus lifted, may be suitable for many works which could not afford the plant for very large masses. The cost of these (30s. per yard) was necessarily large, both as being the subject of after arrangements with the contractor and the quantity being small ; this included everything but the first cost of barges and winches.. The concrete was, however, rather expensive, the Portland cement being in the proportion of 1 in 6. The Author believes that, including all expenses, such work could be done, accordiug to the locality and in quiet water, for 22s. to 25s. per cubic yard if thc quantitywas considerable. The contractprice for the concrete in bags, when set, 23s., was above an ordinary contract price, for the same reasons that governed the price of the large blocks ; if

Downloaded by [ University of Melbourne] on [22/09/16]. Copyright © ICE Publishing, all rights reserved. 142 HINUTES OF PROCEEDINGS. apened to competition it would have probably been 21s. The liquid concrete placed below low water by skipslowered from staging was contracted for at 18s. per cubic yard, when set. The London and North-Western RailwayCompany found almost the whole capital for the works at Greenore ; and during the latter part of the construction from 1871, Mr. W. Baker, M. Inst. C.E. (their Engineer), was associated with the Author in the charge of the railway works. The Contractors were Messrs. Connor and Olley, whose managing Engineer andforeman was Mr. E. Manisty, Assoc. Inst. C.E. The Resident Engineers in charge of the harbour and bar works were, first, Mr. Robert Hickson, Assoc. Inst. C.E., and subsequently, Mr. J. G. Barton, Stud. Inst. C.E. ; and the Resident Engineers at Greenoreworks were successively Mr. H. Foxall, Mr. Robert Hickson, Mr. Robert J. Hutton, Assoc. Inst. C.E., and Mr. Louis Trench, Assoc. Inst. C.E., to every one of whom a portion of the success of the works is due.

This communication is accompanied by a series of drawings, from which Plates 4, 5, and 6 have been compiled.

SECTION OF LIFTINGSTAGE, SHOWIN G IT PARTLYRA1 SED.

l UPPER SHEAVES