Australian Science Illustrated – Issue 51 2017

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established a number of reference points,
and based on those, Favre’s engineers
decided the tunnel's exact location.

RISK OF FLOODING
In September 1872, the construction began.
With great difficulty, machinery and tonnes
of other gear had been carried to the two
isolated Alp villages by horse carriage, but in
spite of the difficult conditions, Favre
started with a bang. The drilling machines
went to work from both sides, and slowly,
the work teams ate into the rock. However,
nobody had thought about where to place
the waste material, so the tunnel entrances
were soon turned into chaotic gravel pits.
After a short period of work, water from
porous rock layers threatened to flood the
tunnel, which was a severe setback, but
lack of water also proved to be a problem.
Hydroelectric power from a few streams
near the tunnel entrances was supposed to
power the pneumatic drill compressors and
supply fresh air for the narrow tunnel, but
the water flow in the streams was not as
impressive as the engineers had believed,
so the compressors could hardly supply
any compressed air for the drills, and the
supply of fresh air was limited to an
absolute minimum.

12 HOURS OF NOISE AND SMOKE
Inside the tunnel, the only available light
came from dim oil lamps, and the tunnel
workers had to get the lamps and oil
themselves, and riglamps on lines, before
they could start working.
Inside the still darker and deeper tunnels,
the work continued steadily, but not as
quickly as Louis Favre had expected. To
increase speed, he tested a long series of
new boring machines, and over time, he
managed to find machines that were
suitable for the mountain massif.
Moreover, the work teams optimized
their routines, and over time, they managed
to make the tunnel grow 5 m per day. A
typical work team consisted of 20 men, of
whom some were almost only responsible
for lubricating the machinery. Others made
up the rear unit, lining the sides and ceiling
of the tunnel with bricks.

A working day lasted 8-12 hours – plus

the trip into the tunnel and back, which

became longer every day. Back in their

miserable homes, the workers often had to

share beds, and visitors described the towns

as pigsties, waste lying about everywhere.

When the construction work began, the

workers had to find accommodation

themselves, and both villages were soon

full. Workers even lived in hen houses, and

temporary shelters were built, as the smoke

from food fires filled the air of the narrow

valleys. Many workers even brought their

wives and children, who also had to be

accommodated, and 10 people living in one

room was not uncommon.

Shopkeepers installed themselves, and

pubs, wine bars, and brothels were

established in the formerly peaceful Alp

villages. The original 350 villagers of

Göschenen even had to establish a private

"police" force and a prison, and conflicts

between villagers and workers were part of

the everyday routine.

The air quality in the workers' homes was

poor, but things were much worse inside the

ever longer tunnel, where the smell of oil

lamps mixed with that of smoke from the

numerous dynamite explosions to loosen

the rock. In 1874, 3,950 kg of dynamite were

used. The end of the tunnel was greasy, and

the noise caused by hammers, drills, and

shouting was infernal. Moreover, it became

ever warmer, the further the workers

European train passengers

immediately embrace the rail-

way link through the Alps.

The trip to Italy is now much

faster and more pleasant.

T

he inauguration of the St.

Gotthard tunnel changes

European train timetables. The world’s

longest tunnel now connects

Göschenen and Airolo on either side of

the Alps, allowing faster and more

comfortable train rides through the

mountain range.

Both places are located at about

the same altitude, some 1,100 m

above sea level, but are separated by

the St. Gotthard Massif – an impressive

mountain, whose highest peaks are

almost 3,200 m high. The tunnel

slopes slightly towards the highest

point 1,154 m above sea level at the

centre of the tunnel, so any water can

escape. Nobody knew very much

about the geology of the area, when

the work was initiated, and en route,

the mountain offered several other

surprises than water – such as

sections with loose rocks.

15 kilo-

metres

through

massive

mountain

1882

ALFRED ESCHER

SPIRAL RAILWAY

In order that the slope is

not too steep, the trains

must pass through a long

series of bends.

TUNNEL

The tunnel through the

Alps is located at an

altitude of about 1,100

m and is 15 km long.

ITALY

SWITZERLAND

AIROLO

GÖSCHENEN