The result, of thus freeing the molasses from the salts is that a large part of the remaining sugar can now be extracted by crystallization. Another instance in point comes from a paper dealing with the question of the construction of long tunnels. In England this has been chiefly discussed of late in connection with the Channel Tunnel, where, however, the conditions are comparatively simple. It is of still greater importance abroad. Two tunnels have already been pierced through the Alps; a third is nearly completed; and a fourth, the Simplon Tunnel, which will be the longest of any, is at this moment the subject of a most active study on the part of French engineers. In America, especially in connection with the deep mines of the Western States, the problem is also of the highest importance. But the driving of such tunnels would be financially if not physically impossible, but for the resources which science has placed in our hands, first, by the preparation of new explosives, and, secondly, by methods of dealing with the very high temperatures which have to be encountered. As regards the first, the history of explosives is scarcely anything else than a record of the application of chemical principles to practical purposes--a record which in great part has yet to be written, and on which we cannot here dwell. It is certain, however, that but for the invention of nitroglycerine, a purely chemical compound, and its development in various forms, more or less safe and convenient, these long tunnels would never have been constructed. As regards the second point, the question of temperature is really the most formidable with which the tunnel engineer has to contend. In the St. Gothard Tunnel, just before the meeting of the two headings in February, 1880, the temperature rose as high as 93° Fahr. This, combined with the foulness of the air, produced an immense diminution in the work done per person and per horse employed, while several men were actually killed by the dynamite gases, and others suffered from a disease which was traced to a hitherto unknown species of internal worm. If the Simplon Tunnel should be constructed, yet higher temperatures may probably have to be dealt with. Although science can hardly be said to have completely mastered these difficulties, much has been done in that direction. A great deal of mechanical work has of course to be carried on at the face or far end of such a heading, and there are various means by which it might be done. But by far the most satisfactory solution, in most cases at least, is obtained by taking advantage of the properties of compressed air. Air can be compressed at the end of the tunnel either by steam-engines, or, still better, by turbines where water power is available. This compressed air may easily be led in pipes to the face of the heading, and used there to drive the small engines which work the rock-drilling machines, etc. The efficiency of such machines is doubtless low, chiefly