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Brie Hoffler
The Mont Blanc Tunnel is a highway tunnel between France and Italy, under the Mont Blanc mountain in the Alps. It links Chamonix, Haute-Savoie, France with Courmayeur, Aosta Valley, Italy, via the French Route Nationale 205 and the Italian Traforo T1 (forming the European route E25), in particular the motorways serving Geneva (A40 of France) and Turin (A5 of Italy). The passageway is one of the major trans-Alpine transport routes, particularly for Italy, which relies on this tunnel for transporting as much as one-third of its freight to northern Europe. It reduces the route from France to Turin by 50 kilometres (30 miles) and to Milan by 100 km (60 mi). Northeast of Mont Blanc's summit, the tunnel is about 15 km (10 mi) southwest of the tripoint with Switzerland, near Mont Dolent.
The agreement between France and Italy on building a tunnel was signed in 1949. Two operating companies were founded, each responsible for one half of the tunnel: the French Autoroutes et tunnel du Mont-Blanc (ATMB), founded on 30 April 1958, and the Italian Società italiana per azioni per il Traforo del Monte Bianco (SITMB), founded on 1 September 1957.[1] Drilling began in 1959 and was completed in 1962; the tunnel was opened to traffic on 19 July 1965.
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The tunnel is 11.611 km (7.215 mi) in length, 8.6 m (28 ft) in width, and 4.35 m (14.3 ft) in height. The passageway is not horizontal, but in a slightly inverted "V", which assists ventilation. The tunnel consists of a single gallery with a two-lane dual direction road. At the time of its construction, it was two times longer than any existing highway tunnel.[2]
The tunnel passes almost exactly under the summit of the Aiguille du Midi. At this spot, it lies 2,480 metres (8,140 ft) beneath the surface, making it the world's second deepest operational tunnel[3] after the Gotthard Base Tunnel.
An alternative route for road traffic between France to Italy is the Fréjus Road Tunnel. Road traffic grew steadily until 1994, even with the opening of the Fréjus tunnel. Since then, the combined traffic volume of the former has remained roughly constant.
The idea of building a tunnel underneath the Mont Blanc to avoid the need for lengthy circumnavigation dates back to the nineteenth century during the heyday of the railway. However, the idea did not receive widespread attention until 1907, when Francesco Farinet, a Member of Parliament of the Aosta Valley, advocated constructing of the tunnel.[5] In 1908, a first design was presented by French engineer Arnold Monod, to much interest from Italian and French politicians.[5]
Due to political turmoil and World War I and World War II, the project did not start until 1959, when excavations on the tunnel officially began.[5] This was preceded by the signing of a national charter for the tunnel construction, ratified by the parliaments of France (1957) and Italy (1954). That same year, the STMB (Société du tunnel du Mont Blanc) was formed, which became ATMB (Autoroutes et Tunnel du Mont Blanc) in 1996.[5] In 1962, the French and Italian drilling teams met on 4 August. The opening was successful, with an axis variation of less than 13 centimetres (5 inches).[6]
The tunnel was inaugurated by the French president, Charles de Gaulle, and the Italian President, Giuseppe Saragat on 16 July 1965. The tunnel opened to traffic on 19 July.[6] Surveillance cameras were installed in 1978.[7]
The tunnel underwent extensive modernisation works in 1990, including the addition of safety features such new video surveillance cameras, 8 pressurized emergency shelters, a sprinkler system and other safety maintenance. In 1997, a fire detection system was installed along with centralized safety equipment management, and new variable message signs.[8]
On the morning of 24 March 1999, the engine of a Belgian transport truck carrying volatile freight caught fire in the tunnel.[1] The event expanded into a catastrophe which cost the lives of 39 people.[9]
The fire led to a three-year tunnel closure until 9 March 2002.[10] The reopening followed an extensive overhaul of the safety features.[11] The highway trunk from Aosta to the tunnel on the Italian side was completed in 2007.[12]
Within the tunnel, a minimum speed of 50 km/h and a maximum speed of 70 km/h applies, while the prescribed distance between vehicles is 150 m; trucks are allowed to enter in groups of five. These security measures were taken as a consequence of the 1999 tunnel fire.
Italians referred to the battles in the Dolomites as il fronte vertical. Soldiers were fighting not only the enemy, but the elements as well: 60,000 World War I soldiers are thought to have died in avalanches in this relatively small mountain range. Temperatures plunged to 40 degrees below freezing for days on end as troops huddled in the mountainside huts and tunnels.
Few visitors to the cramped, low, damp tunnels of the Dolomites seem to complain. The intact machine gun posts, rusted piles of barbed wire, and bullet casings that can still be found on the ground are reminders enough that short-term physical discomfort is nothing in comparison to what others must have suffered here.
Italian forces dug much of the tunnel network to place mines under the Austrian positions, and while the biggest known explosion did not achieve its aim because the Austrians heard the Italian drilling and deserting their positions, the effects of the mines can still be seen today in the form of damage to the rock faces. Between 1915 and 1917, at the peak of the conflict, there were 300 Italian soldiers stationed in the Lagazuoi tunnels. Those who were lucky enough to survive endured every form of fear and suffering for no discernible military gain over two years of fighting.
Via Della Trincee. This wonderful traverse begins with a ride up the Portavescovo cable car from the village of Arabba. From the cable car station, there is a 20-minute approach walk and then around three hours of via ferrata along an exposed ridge. The views of the Marmolada south face are incredible and the route is littered with wartime ruins. If you take a headlamp, you can explore a long system of tunnels at the end of the route.
Lagazuoi tunnels. Start from the Falzarego Pass, close to Cortina, and ride the Lagazuoi cable car to the Rifugio Lagazuoi. From this point there are seemingly endless tunnels to explore, and best of all, the route is downhill all the way. The tunnels do not involve any via ferrata, just walking.
Sentiero de Luca/Innerkofler. A combination of via ferrata, scrambling, and tunnels, this is one of the most varied and scenic routes in the Dolomites. The tunnels are unavoidable, so bring a headlamp!
We stayed on the Trincée ridge as darkness fell and Robbie worked to create a night image of several ruined buildings with the Marmolada in the background. With him above me, I stood in the ruins watching the sun dip below the horizon and contemplated who might have sat on this same spot, desperately wishing for a few more minutes of daylight. Of what or whom might they have been thinking? Was it the last sunset they ever saw? Eventually I turned my headlamp on and walked back up to meet Robbie on the ridgeline with more questions than answers in my head. We walked down off the mountain 20 meters apart, silently lost in our own thoughts.
The next day we explored the Via Ferrata Delle Scalette and the neighboring Innerkofler route. The heavy snow made progress slower but it did at least give us insight into just how tough living and surviving in these mountains can be. The countless tunnels and battle stations we passed through reminded us of what had gone before, and I almost felt guilty to be enjoying the view while standing somewhere so somber.
Just seconds before the mountains descend into darkness for the next 10 hours, the 27-meter (90-foot) suspension bridge of the Ivano Dibona via ferrata is silhouetted against a moody Dolomites sky. Being high in these mountains, perched above a deep gorge on an old and rusty bridge is nothing short of spooky, Boscoe says. \"However, my feeling of being unnerved must be nothing compared to the emotions felt by soldiers moving through these mountains a hundred years ago. When travelling here late in the day we risk passing a cold night in the mountains without a sleeping bag, which is trivial to what they must have risked. Mountains always remind us how small we really are, never more so than in the Dolomites.\"
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