Work was commenced at this point on June 4, 1872. The huge task was completed and the line opened for traffic on May 22, 1882.] The pride of the Swiss was wounded. If the French and Italians could accomplish such a herculean and apparently impossible task, why was a similar idea beyond their powers? The “conquest of the Alps” broke out with renewed vigour. It became more than a personal issue; it blossomed into one of economic, political and commercial importance. Consequently, before the Cenis Tunnel was opened for traffic, the preliminary arrangements for burrowing through the St. Gotthard had assumed concrete shape. But it had been a wearisome enterprise. The promoters had to battle against intrigue and jealousies innumerable on the part of private individuals, companies seeking for the same concession, towns and departmental governments. But the project became one of even more than national importance; it became an international question. The provision of such a route would bring northern Europe into closer touch with Italy and her ports on the Mediterranean. That fact was realised, and when the company incorporated to carry out the work announced that the task was far too risky for private resources, the governments of the countries most intimately interested in the fulfilment of the project promised tangible assistance in the form of substantial subventions. [Illustration: THE WONDERFUL WASSEN LOOP ON THE ST. GOTTHARD RAILWAY, SHOWING THREE TIERS OF TRACK] The path of the tunnel through the heart of the mountain was plotted by Mr. M. O. Gelpke, C.E., and this in itself was a great achievement. Fifteen stations were scattered over the mountain slopes for the manipulation of the survey instruments, and many of these were situated unavoidably in positions very difficult, and often impossible, of access. Borings were made to ascertain the rock strata which would have to be pierced by Professor Fritsch of Frankfort, and from the result of these essential investigations it was computed that the work, including the necessary railway line on either side of the great tunnel, could be completed for a sum of £7,480,000, or $37,400,000. The money was raised by guarantees of £1,800,000 ($9,000,000) from Italy, £800,000 ($4,000,000) from both Germany and Switzerland, and by the issue of shares and mortgage bonds to the extent of £2,720,000, or $13,600,000. As a further contribution to the task, the Swiss Government undertook to supervise actual construction.