The daily phoenix. [volume] (Columbia, S.C.) 1865-1878, 1871-10-28

Railway, the plan for which we lately
described, is CONSTRUCTED, another strong
incentive will exist for the building of
the tunnel. OF course, the exigencies
lof trade are constantly making such o
more desirable, and it's suc-
|cessful example would, doubtless, lead to
the construction of similar works in
lother places. When once passenger
can make the trip from London to Paris
without leaving his railway carriage, we
Ishall soon hear Of other like undertak-
|ings. Perhaps, in the fullness OF time,
even Behring's Straits may be tunneled.
and thus not only St. Petersburg and
New York be connected by unbroken
iron bnnds, but New York nnd London
may be also so united, and people en-
abled to pass between Europe nnd Anne.
RIGA without incnrring either the sick
ness of the sea or it's moro serious dan.
|gers.
The praoticability Of tho tunnel under
the English Channel il now generally
admitted. In 1867, it will be remem-
bered, at the suggestion of the French
Emperor, an International Committee
waa formed to organize plans for tun-
mel between the two countries. In June,
1868, this committee, with the engineers,
had ON interview with Napoleon III,
who referred the matter to the Commits.
sioner of Public Works. The latter ap-
pointed special commission to inquire
into the subject, who made report in
March, 1863. After these preliminary
Investigations and reports, the Frenoh
Government made formal application
to that of England to interest itself con.
jointly in the matter, and asking if there
were any reason why concession should
not be granted for carrying out the
works. An International Committee
was formed. who subsequently made a
report signed by John Hawkshnw, Jamec
Brunless, William Low, Psulin Tnlabot,
Michel Chevalier and Thome de Gu
mond. The gist Of this report consisted
first, IN the declaration that there is rea-
sonable prospect TINT the tunnel can be
built. but that there would be certain
amount of risk attending it; second, that
the risk would be limited to the single
contingency OF sea-water finding it's way
by some unforeseen fissure into the work
ings in quantity too great to be over
come; third, that there is no reason to
suppose the work would cost over $50 :
900, 600. or that it could not bo complet-
ed within ton years. The plan of ope-
rntions recommended was Chat the ex-
pense should be divided between the
French and English Governments, and
that lnnd-shafts should be sunk simulta.
neously on both consts, and converginc
driftways begun thercfrom.
During the Franco German war, little
|or nothing seems to have been done
about the tunnel; but we learn that
within short time the Fronch and Eng
lish authorities have again entered into
on the subject. It il
now, however, understood that the work
|is to be prosecuted by private enter
prise; since formal concession is talked
|of with exclusive rights and privileges
to those who construct it. Tho length
|of the structure has heen thought an in
obstacle to success. But there
|are galleries. worked for mining pur-
poses under. the sea near Whitehnven
and northumberland which are declared
to be "many times the distance between
England and France, Az regards ven-
tllntlon, the: unlooked-for freedom from
trouble in the Mont Cents Tunnel is re-
assuring; and it is said that the differ
ence in the temperature between the two
ends Of the proposed channel tunnel is
the best security for the FREQ circulation
oi air IN it. The physical difficulties OF
piercing through the chalk are pro-
nounoed comparatively slight. In fact.
there exists at this moment tunneling-
machine, which was exhibited last year
before the British Association, and
which can and does "make hole seven
feet in diameter and eighteen yards for
ward in the chalk strata every twenty
four hours" Should the tunnel be built,
as there now is little ground to doubt,
and the one We propose, connecting the