Weekly Trinity journal., 1871-11-11
THE LOCATION, HISTORY, AND CON-
STRUOTION OF THE GREAT
ALPINE TUNNEL.

with the Suez Canal, the Pacific Railroad and
the Atlantic cables in recording the great en-
terprises begun and completed within the last
fifteen years. Trains are now constantly pass
ing through it, and on Monday, in the presence
of distinguished assembage, it will be formal
ly opened. The Tribune has already given full
particulars of this great work acquired during
personal visit while it was yet incomplete We
supplement that report by the following account
embodying all the important facts connected
with the great enterprise:
The need of an unbroken highway between
France and Italy has been strikingly obvious
since the railroad lines approached their respec-
tive frontiers. Arriving by rail from Paris, the
traveller bound for Italy hitherto proceeded from
st. Michael, over the m mountain, passing Modena,
Lans-le-Bourg, the Mont Gents Hospce, aud
thence descending the precipitous slope by Mola-
retto, he reached Ginglione, whence the railroad
is open to Turin and all Italy. The journey
enabled one to behold the sublime scenery of the
Pass but was wanting in the convenience and
safety which the railroad, through the tunnel,
now affords. Besides it usually required FIVE
or six hours to accomplish the journey over the
mountains, while by the tunnel route one may
travel over the entire distance between Paris and
Turin in IS hours
Upward of thirty years ago Sommeiller advo-
Gated the construction of tunnel through the
Alps but his proposal was treated with indffer-
ence and incredulity. When, however, the great
engineering trumphs in this country and Europe
demonstrated its practicabiity it was resolved
to attempt the great work. Several years were
occupied in discussing plans and hearing objec-
tions, until at length, in 1857, the work was ac-
tualy commenced. Savoy was then portion of
the Sardnan Kingdom, and, apart from the
general usefulness of the tunnel in forming Il
connecting link between the French and Italian
railroad systems, Victor Emanuel desired to es-
tablish speedy commu unication between the two
distinct races which had constituted one people
for more than ten centuries. Sardinia prosecuted
the work well as her feeble resources would
permit, unit! the Italian campaign of 1859, by
giving her Lombardy and losing her Savoy, rem
dered new arrangement in regard to the project
Imperative
THE LOCAIlON AND tOSJ OF THE TUNNEL
Although called the Mont Gents Tunnel, the
name is misnomer, the track selected is
considerable distance from that mountain
Leaving point above the village of Fourneaux
on the French side, 904 feet above the sea level,
it strikes through the mountain at point be-
tween the Col de Frejus and the Col de la Rome,
not far from that great clustering mass which
bears the name of Mont Tabor. The highest
point attained by the tunnel is 4,377 feet above
the sea, and 3,4SO feet below the crest of the
mountain overhead. From this point the tunnel
slopes down to the other opening. of the tunnel
on the Italian side, 1884 feet above the sea.
Incited both by her new obligations on annex
ing Savoy, and her cordial relations with the
Italian people, France evinced in $50 great in
terest in the Mont Gents project, and showed an
eager desire to hasten its completion. Accord
ingly an arrangement was entered into wherein
strong inducements were offered to the sister
nation to complete the great highway. The total
expenses of constructing the tunnel amount to
$l3, 900 900, of which sum the Victor Emanuel
or Railway Of North Italy contributes $4,000, 900
which is to be paid on or before the opening of
the tunnel. The French Government agreed to
pay Italy So, 800, 900, if the work was accom-
plished within twenty years, reck koning from
1862. But if the work was finished at earlier
date France bound herself to pay 100000 more
for every year gained upon the stipulated time
The incentive which France thus profcssed to
afford has certainly attained its end. The work
is now finished eleven years before the limit
named, and accordingly France will have to pay
81 100 900 besides the S4 900, 900 of the original
stipulation. She also bound herself to pay FIVE
per cent interest on the money due for the work
as it proceeded from year to year Had the con-
struction continued beyond the stipulated term
of twenty years. Italy would have lost 500, 900
for every year in excess of that period.
THE BORING OF THE TUNNEL.
The engineering difficulties were of the most
discouraging character. The construction of a
tunnel nearly eight miles long, where no verti-
cal shafts for light or air or refuse possible
where the work must be begun from each end,
where the levels and the angles must be perfect
to insure meeting, presented problem which
even the boldest engineer might shrink from
with alarm. All former experience in construct
ing tunnels was of little avail The occasion
demanded man of genius gifted with determ-
ination. This man was found in Sommeiller
who however, owed much to the inventions of
his professional predecessors NJ. Mans, Bel
gian engineer, had devised a machine to cut
rock and this machine was to be worked with
springs to cut the rock into blocks, and so do
the work Of many men. NJ. Calladon, of Geneva,
struck the key of the position by suggesting the
use of compressed air, but had not the honor of
showing how it was to be used as motive pow