The Cincinnati daily star. [volume] ([Cincinnati, Ohio]) 1875-1880, 1880-06-03
Cutting Through the st. Gothard.

The transport OF rubbish and materials
had to be performed as often as possible
by more powerful agents than manual
power or horse power. Steam-engines
we're out Of the question, the air being
already vitiated by the constant percus-
sion Of the boring-drills. The compressed
air was employed to move the locomo-
tives, just as if they were acted upon by
steam. 1t was collected in reservoirs
placed on the locomotive trains, and by
simply turning cock the machine was
moved or stopped. But as the air of the
atmosphere did not furnish "course"
sufficient, except by means of enormous
reservoirs, they constituted compress
ors' of the same system as those already
in use, but which compressed the air to
fourteen atmospheres.
With 80 considerable power the loco.
motives were sufficiently supplied by
ordinary reservoirs. Charge of tie
works was handed over to the contractor,
M. Favre, in October, 1872, on condi-
ton of completing them within eight
years: should they occupy nine years a
heavy penalty was attached. On Feb.
28, 1880, the two advanced borings met
with great accuracy. By a mistake the
general direction only was taken, and
therefore the exact amount of error was
not ascertaiaed, but it could not have
exceeded 10 centimetres, (or less than 4
inchesD This meeting did not take place
in the middle of the tunnel, but at a
point about 600 metres nearer Airolo
than Goeschenen. tr..
The newspapers fully reported the
event, the joy Of which was greatly
mingled with sorrow on account Of tire
death of Louis Favr, the energetic and
intelligent contractor, who was to have
presided at the ceremony, after having
organized and directed all the details,
and at the very moment when he was
about to realize the aim Of his efforts.
He died suddenly in the tunnel, the off
spring Of his labors, on July 10Th, 1879.
Born in 1926 in Chene, near Geneva, he
left his native place as a journeymau
carpenter, and by his intelligence and
talent returned to Switzerland thirty
years afterward to be intrusted with the
greatest undertaking Of the present time.
As he had thoroughly we'll organized
everything the works were continued
without him, and also completed; but
when shall we find such another man to-
begin again such another undertaking
There is still much to do in the tunnel
rocks to clear away, mason-work to be
built, ETC.; but the ground is known,
and there is no fear of being able to com
plete the tunnel within the stipulated
time. But what purpose would it server
The lines of approach could only be fin
ished long after the tunnel, being much
less advanced. 1t is proposed, however,
to have carriages running next winter
between Goeschenen and Airolo, driven
by atmospheric locomotives.
That would, no doubt, be an advan-
tage, but would the result be worth the
great exertions necessary? Much has
been said of the extreme heat which pre-
walls in the tunnel, and there is no doubt
| il is almost intolerable, being 80 deg. to
35 deg. G., and is injurious to men and
Especially to horses. But when the tun-
mel is entirely cleared out and there are
no more dynamite explosions current
of air viii set in; and as there are only
three kilometres more than at Mount
Gents, there is no reasoH why, in point of
ventilation, il should be more dangerous.
| We may therefore confidently utilize
this magnificent way Of communication,
and be proud Of living at the period dur