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ToTunnel From England to
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' C SJ®iL great
' , rotary bor-
ing machine,
/' x built on the plan «
°f a car Pt*nter’s hit
and driven by electricity,
will rapidly cut through the i
impervious gray chalk and hoi- I
■■-.v" y l° w <>ut the tunnel, while the work !
/ ' z of lining the sides with circular steel |
Plates can be done afterwards.”
iHow the Horrid Channel
Passage Will Be Abolished
by Boring a Hole 22 Miles Long \
Through the Impervious Gray Chalk
THE construction of a tunnel
under the English Channel,
connecting England and
Erance, has been practically decided
on.
England will no longer be an isl
and, and the terrors of the Channel
.passage, which have caused more
discomfort to passengers than any
other body of water in the world,
will cease to exist.
The importance of this undertak
ing to the whole world and the com
parative ease with which it can be
carried out, make it the most pecu
liar engineering project ever dis
cussed. The difficulties of con
structing the tunnel lie far more in
personal and national peculiarities
than in natural obstacles. In build
ing the Panama Canal, the engineers
had only to consider expense and
natural obstacles, while in planning
the Channel tunnel the engineers
can regard expense and natural ob
;-tacles lightly, but it has been neces
ary to overcome the entire insular
; rejudices and sentiments of the
British nation.
It i: a singular accident of nature
at m undertaking so important to
t!" world can be carried out with so
.th difficulty. Everybody who has
.le he passage across the English
Cttaunel from Dover to Calais must
ave noticed the high white chalk
< ills that line 'he shores on both
ides Now this chalk continues
under the sea all the way across the
annul. Elgin thousand borings
•ave been mad< into the chalk, and
it is ce tain that it goes all the way
.■cress to a dip: l o' several hundred
it is tt.is chalk which otters such
excellent materia' for boring the
tunnel, it is easih pierced with a
cutting tool. .'< ■ sufficiently hard
md even to remain m position with
out support. ."1.,.- maiu-s it much
cheaper and easier t ■ build a tunnel
under the English Channel than a
similar length of -übwav in New
York,
’I > ea e with which tunne
can b> built has been fully proved
s- 'ti 2,000 yards in lengtt
oen constructed both from tn<
4
French and English ends. This was
done years ago, and then the British
Government stopped the work.
The upper layer of the sea bed
under the Channel consists of white
chalk, somewhat penetrable uy
water. There is about a hundred
feet of this. Beneath it there is a
layer of gray chalk quite impene
trable by water and about 200 feet,
deep. Beneath this is a tremendous
stratum of gault clay impenetrable
by water.
In the lower part of the impervi
ous gray chalk stratum the tunnel
will be constructed. It will have 150
feet of impervious chalk above it
The tunnel will be bored by a ro
tary steel cutter, constructed upon
the principle of the familiar car
penter's bit. As the bit cuts into
the chalk a rotary loader will pick
up the fragments of chalk and drop
them on little railway trucks which
will carry them back to the land.
According to the . plans of the
British engineer. Sir Francis Fox.
the construction will consist of two
single track tunnels, each of eigh
teen feet internal diameter, and thus
large enough to accommodate the
French and English railroad trains
when supplied with special electric
locomotives.
The two tunnels will be placed
thirty-six feet apart, measured from
centre to centre, and connected at
distances of 100 feet by cross gal
leries. It would be possible to leave
the exposed chalk to form the walls
of the tunnels, but no risk will be
taken in such a matter. The tunnels
will be lined with steel segments ot
ample strength. These will be cov
ered on the inner and outer sides
with a smooth coating of concrete,
which will prevent leakage into the
tunnel and preserve the plates froqi
corrosion.
It has been estimated that, work
ing at the rate of three miles a year
from each side of the Channel, or at
a total rate of six miles a year, the
time required for the completion ot
'he enterprise will be somewhat
less than four years.
The tunnel will run from the
Shal; speare Cliff, near Dover, Eng-
land, to Sangatte, on the French
coast, and its total length will be a
little more than twenty-two miles.
On each side it will enter the cliffs
at a short distance from the shore
and drop down on a grade of 1 in 80
Why Churches Should Advertise
By Rev. FRANK H. EBRIGHT,
Pastor of the Methodist Episcopal
Church, Whitestone, L. I.
IF anyone hais common sense he
ought to use it. This is just as
Important in the ministry as in
business, finance, politics or war.
People who are in a rut make no
progress. Those who are stupidly
following prejudicaß, sentiment or
the exploded notions of their grand
fathers are not progressive.
If a clergyman finds his audience
is small it is his duty to find ways
and means to fill the empty pews.
If a department store can fill its
ajsles by announcements in the daily
press, if doctors can spread the
teachings of cleanliness and hygiene
through the columns of newspapers
and if theatres can be filled by bill
board announcements —then we have
a set of facts which a minister of
the gotspel may well consider.
If there is a lesson for him to
learn from this he is stupid not to
learn it. This is an age of the print
ing press and the dissemination of
knowledge through type and white
paper. Is there any sound reason
why a progressive clergyman should
not resort to these modern instru
ments of publicity to fill the empty
pews in his church?
If then, we are agreed that the
publicity of the printing press is
legitimate and effective why should
clergymen not make use of it? I
can see nothing but a purely senti
mental objection The medical pro
fession. bound by ancient traditions,
has felt it “imethical” to advertise
but this stupid superstition is being
broken down by the really intelligent
men of the profession. The day
will come when all progressive
clergymen will feel as 1 do that every
legitimate instrument must be used
Copyright, 1913, by the Star Company. Great Britain Kights Reserved.
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Men Working on the 2,000-Yard Section of the Tunnel at the English
End, Which Has Already Been Completed.
i for about two miles into the imper
i vious gray chalk. From each of
these low points the grade will rise
i at the rate of lin 1,000 to a summit
under the middle of the strait. The
i plan of making a summit is to pro-
to draw the attention of mankind to
the greatest and most profound busi
ness of all —the saving of men's
souls.
When I took charge of the Ep
worth Methodist Episcopal Church
at Whitestone, Long Island, I found
the audiences Ismaller than they
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LORD & CO.
Methodist Episcopal Church
(“Get the Habit”)
Corner Sth Ave. and 20th St.
Keeps a Full Line of Furnishings for Men. Women and Children. ;
Helmets, Breastplates, Swords and Shields
We guarantee these goods absolutely will wear forever. These goods
will b< away < nd thou price from Nov. 9to 18.
vide for drainage. At each of the
low points near shore a collecting
basin will be placed into which the
drainage water will flow by gravity,
and from which it can- be removed
by pumps.
should be. I reasoned that it was
my duty to increase these congrega
tions by attracting attention to the
church. The first advertisement
that I published increased the at
tendance in my church one-third,
and I feel that my convictions have
been amply justified.
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Suggested Exposure of the Tunnel Railway at the English End*
So That the English Could Disable It in Wartime
by Firing on It.
The piston-like action of the
trains will do much to ventilate the
tunnel, but ducts will also be built
to carry fresh air to the midway
part.
Sidings, express stations and other
details of construction have already
been mapped out.
The passage of the tunnel will oc
cupy about half an hour, while the
present water passage takes about
two hours and a half. A man will
be able to leave London at 8 o’clock
in the morning and be in Paris at 2
o’clock in the afternoon.
The building of the tunnel will
certainly be followed by a great in
crease of travel between England
and the Continent. At present only
1,500,000 persons a year cross the
water from England to all the Chan
nel ports, while between France and
Germany, where there is no water
to cross, the annual number of pas
sengers is 3,000,000. Americans
visiting Europe will find their trav
elling made much pleasanter by the
elimination of the Channel passage.
It has been estimated that tSe
work will cost about $80,000,000, and
that it will yield a net revenue of
$5,500,000 a year. It will, therefore,
be quite profitable considering its
magnitude and permanence as an
investment. Fully 65 per cent of
the passengers now crossing would
use the tunnel, and this would
give a gross revenue of $3,250,000,
counting the fare at $2.50 a trip.
The number of passengers would
increase year by year. Freight and
other income would bring $4,000,000
more. Working expenses are calcu
lated at $2,200,000 a year.
When we consider that this enter
prise will put the 40,000,000 people
of Great. Britain into direct land
communication with Europe and
Asia, it seems astonishing that it has
not been carried out before this.
As long ago as 1867 a company
was formed for its construction. It
was then supported by Queen Vic
toria’s husband, the Prince Consort,
by many Englishmen, and by the
vast majority of Frenchmen and
other foreigners who thought about
it at all.
The plan, however, was vetoed by
the British Government for reasons
connected with national defense. It
was believed that in case of war the
English end of the tunnel might be
seized by a surprise landing party
and the tunnel then used to carry
the huge army of France into Eng
land, defended only by a small reg
ular army.
Now conditions have changed com
pletely. France, at the other end of
the tunnel, is very friendly to Eng
land and seems likely to remain so
for seif protection. When the tunnel
was first proposed England depend
ed chiefly on ner navy for defense,
and possessed a navy which was not
approached by any other country.
To day Germany has a navy which
rivals that of England, and threatens
to surpass it. If England lost com
mand of the sea in time of war, it
would be a great advantage to have
a tunnel by which the friendly army
of France could be brought into the
country and employed in its defense.
Furthermore, the invention of
aeroplanes and dirigible balloons has
done much to destroy the military
isolation which the sea formerly
gave to England. It is admitted
that the power of attack by this arm
will constantly increase.
The greatest advantage of the
tunnel to England in case of war,
however, would be its usefulness in
bringing food supplies into the
country. The British population
depends for existence on food im
ported into the country from abroad.
England does not contain more than
sufficient food at ordinary times to
support the population for more
than two months.
In time of war, therefore, the
British navy must concentrate all
its force on preventing the enemy
from cutting off the ocean commerce
of England. But If the tunnel ex
isted, food-supplies could be brought
in from a friendly country, and the
navy could be employed for a dis
tant attack instead of being tied up
in the work of protecting the trade
routes.
All these considerations have final
ly broken down the old British preju
dice against the unquestionably use
ful and feasible Channel tunnel. It
has been ascertained that the great
majority of members of Parliament
are in favor of the tunnel. The law
has not yet been presented to them,
but the promoters of the tunnel are
justified in regarding its passage as
certain.
Even though the dangers of inva
sion by the tunnel have been les
sened, there will be ample means
provided for its defense. At Che
English end a section of the tunnel
will consist of a concrete valve
which can be turned by a hydraulic
turntable mechanism so as to block
the passage. Then there will be a
mechanism for flooding the tunnel.
Each of these mechanisms will be
in command of a separate military
officer. In addition there will be
batteries commanding the mouth of
the tunnel.
With all these defenses, it is con
sidered certain that an enemy couid
not Invade England by making an
initial attack through the tunnel.
The only possible method would be
to make a surprise night attack by
air and sea upon the English end of
the tunnel. If the’assailants suc
ceeded in seizing the blocking
mechanisms before they were put
in operation, it would be possible to
push 60,000 troops with field guns
through the tunnel in six hours.
This force would hold the adja
cent country against the English
army, while any desired force with
full supplies was transported
through the tunnel. The possibility
of such an attack is too remote td
weigh against the advantages of thr
tunnel.