The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1871-10-09
The Mont Ceais Tunnel and tho Bngincerj
Ing Enterprise of the Are.

w NV III nu age WHICH Is euIlIteu Dy way
OF distinction to be designated the age Of
wonders. Year after year marvels multiply
what was deemed impossible few years ago
has taken the place of accomplished fact, and
1t does seem as If distance was about to be
annihilated. Mind is gradually triumphina
over matter, and it begins to appear as If air
things were possible to science. The Mont
Gems Tunnel is fresh illustration of the
great and growing power Of human skill. and
encourages us to believe in the almost infinite
capacities of science. To the steam engine.
the electric telegraph, the deep sea cables.
the Pacific Railroad, the Suez Canal, must
now be added the Mont Gents Tunnel.
IL is only fourteen years since this greas
work was commenced. 1t was one of the pet
ideas Of the great Cavour, and the project al
once received the favor of the Emperor Ma
poleon. Cavour believed that it would con-
tribute at once to the uniacation and prosperity
of Italy. 1t is not unreasonable to presume
that Napoleon had more selfish object in
view, for already he had cast his eye on
Savoy and 1t was not unnatural for him to
conclude that the tunnel, when completed,
might contribute to the fulflment of his great
uncles plans by giving France SO great hold
on the South that Italy would sink into the
condition of great French province. The
work of excavation had hardly begun when
CavOur died; but the Italians did not lose
heart, and now, after all these years of patient
and persevering toll, success has crowned
their efforts. II was on the 18th of August,
1857, that the first operations were made. at
Bardonecchia, on the Italian, and at Forneaux
on the French, side of Mount Frejus, through
which the tunnel was to be cut. Properly
speaking the name should be taken from
Mount Frejus, for Cents is some fifteen miles
distant. For time the work was done by
hand, in the usual way; but by aud by per.
foratiug machines, worked by compressed air.
produced by hydraulic pressure from the
mountain streams, were introduced, and the
work went on apace. The average rate OF
progress was about nine feet day. On the
18th of July, last year, it was found that
about $1,000 feet had been cut on the north
side, about $4,000 feet on the south, 1000
feet between still remaining to be
pierced. On the 7th of November the sound
as if of an explosion was heard by one of tho
chief engineers when going his rounds, and 1t
was found upon inquiry that an explosion had
taken place on the other side at that very
time. Day by day the sounds became more
and more distinct. 'At the beginning of De-
cember," writes M. Ganesi, "we heard quite
clearly the blows of the perforators against
the rocks. Then we vaguely heard the sound
Of voices. For three days and tree nights
engineers, foremen and heads of gangs never
left the tunnel. We could neither eat nor
sleep; every one was in a fever. At length,
on the morning of the 26th of December, the
rock fell in near the roof The breach was
made, and we could see each other and shake
hands. The same evening the hole was clear
the last obstacle-and the mountain was
pierced our work was done. The two axes
met almost exactly; there was barely half
yard error. The level on our side was only
sixty centimetres Cess than three quarters Of
a yard) too high
1t was always source Of fear to the on.
gineers that the cuttings on the one side and
testimony to the skill Of the engineers, and to
the care with which the work was done. that,
after so many years of separate labor, the one
cutting should have been only two feet higher
than the other. On the 14th Of September the
first train passed through the seven and hall
miles Of tunnel in forty minutes, on the 18th the
same distance was accomplished in twenty
minutes. From our own correspondent and
from others we gather that there are some inn
which must be made before travel
ling in the tunnel will be perfectly comfort
able. The heat increases rapidly until tho
train reaches the centre. The smoke and
vapor make it necessary to keep the carriage
windows closed. But it is not to be imagined
that the science which pierced the mountain
will not soon be found equal to the removing
of these inconvenience. The opening Of this
tunnel was made source of mutual rejoicing
by both France and Italy. 1t is not to be
denied, however, that Italy will be the prin-
cipal gamer. The Brindisi route will be tho
favorite overland route to the East. Brindisi,
in fact, will supplant Marseiles. Italy has at
last a means of reviving all, and more than
all, her ancient commercial importance. There
are many good judges who are Of the opinion
that the opening Of the Mont Gents Tunnel,
thus giving Italy all the advantages of the
shortest, and, in some respects, most agreea-
BILE route to the East, is fresh blow to the
national Importance Of France. Into this
question, however, we will not now enter.
It is more important to notice that this fresh
triumph of engineering skill, opening up as il
does vistas of commercial wealth, has pro-
voked ambition and given birth to railroad
and other schemes in almost unexampled
abundance. The proposals are almost legion.
There is the old proposal for a Euphrates
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