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Channel Tunnel

Origins
Proposals and attempts
Key Dates
1802
Mathieu Albert proposed a tunnel through the canal.
1875
The Channel Tunnel Company Ltd. has started preliminary testing
1882
Cliff Abbot of the game came to 897 yards (820 m) and Shakespeare Cliff 2,040 meters (1,870 ft) long
January 1975
A regime that began in 1974 supported UKrance canceled
February 1986
The Treaty of Canterbury was signed allowing the project to proceed
June 1988
In the first tunnel was launched in France
December 1988
United Kingdom began to operate TBM
December 1990
The service tunnel has crossed the English Channel
May 1994
The tunnel was officially opened by Her Majesty the Queen and President Mitterrand
Mid-1994
And freight trains began to ensuring passengers
November 1996
A fire truck, seriously damaged the tunnel
November 2007
High Speed 1, linking London to the tunnel was opened
September 2008
Another fire truck, seriously damaged the tunnel
December 2009
Eurostar trains stuck in the tunnel due to condensation material affecting the electric trains
In 1802, French Albert Mathieu, a mining engineer has made a proposal to the Channel Tunnel, with a lighting oil lamps, horse-cars, and an artificial island in the middle of the channel to change horses.
In the 1830s, the French were the first target Gamond Thom geological and hydrographic studies of the Channel between Calais and Dover. Thom Gamond explored different regimes and in 1856 submitted a proposal to Napoleon III for a rail tunnel taken from Cap Gris-Nez Eastwater developed with a harbor / Airshaft Varna in sand at a cost of 170 million francs, or less than GB7 million.
Thom Gamond 1856 of the plan of a link across the Channel, with a port / Airshaft on the sandbank in the middle of the Channel Varna
In 1865, a delegation directed by George Ward Hunt proposed the idea of a tunnel to the Minister of Finance, William Ewart Gladstone.
After 1867 Low and Sir William John Clarke Hawkshaw promoted ideas, but have not been implemented. An Anglo-French official protocol was created in 1876 by a rail tunnel across the canal. In 1881, British entrepreneur Sir William Watkin and train French Suez Canal Alexandre Lavalley contractor were in the Anglo-French Submarine Railway Company conducted exploration work on both sides of the Channel. The English side, at 2.13 meters (7 feet) in diameter of the Beaumont-English machine boring dug a 1893 meters (6211 feet) from the pilot tunnel from Shakespeare Cliff. French side a similar machine dug 1669 meters (5476 feet) of Sangatte. The project was abandoned in May 1882 because of British political campaigns and press that the tunnel could jeopardize the national defense of Great Britain. These early works have found more than a century later in the LRT project.
In 1955, the defense's arguments were accepted because unrelated to the dominance of air power, so that British governments and French have supported technical and geological studies. Work began on both sides of the Channel in 1974, a project funded by the government through two tunnels on both sides of a service tunnel, with a capacity for cars car transport. In January 1975, to the dismay of French partners the British government canceled the project. The government became the Labour Party and there was uncertainty about the members of the EC, the estimates were increased 200% and the national economy affected. At that time, priests British TBM was ready and the Department of Transport was able to make a 300 m experimental unit. This short tunnel, however, would again be used as a starting point and access to the operating a tunnel on the British side.
In 1979, the "Project Mousetrap" was suggested when the Conservatives came to power in Great Britain. The concept was a single-track railway tunnel with a service tunnel, but the bus terminal. The British government had no interest in financing the project, but Prime Minister Margaret Thatcher said he had no objection to a privately financed project. In 1981, French and British leaders Margaret Thatcher and Francois Mitterrand decided to establish a working group to deal with a privately financed project, and April 1985 have been officially invited developers to submit proposals plan. Four papers were selected:
proposal channel based on the 1975 plan submitted by the Channel Tunnel Group / Franceanche (CTG / F)
Eurobridge: a period of 4.5 km with a suspension bridge road in a closed tube
Euroroute: a tunnel of 21 km between artificial islands approached by bridges and
Canal Road: large diameter road tunnels half turns with a breakdown channel.
The cross-channel ferry protested under the name "Flexilink." In 1975, there was no protest campaign by a fixed link with a major ferry operators (Sealink) still state. Flexilink arouse opposition continued throughout 1986 and 1987. Public opinion strongly in favor of a drive-through tunnel, but the ventilation problems, concern about accident management and fear of driving leads to mesmerise the presentation does preselected railway, CTG / FM, which won the project.
Agreement
A diagram describing the structure of the organization used in the project. Eurotunnel is the umbrella organization of the construction and operation tunnel (through a grant)
Channel Tunnel Group consisted of two banks and five construction firms, while their French counterparts, Franceanche, consisted of three banks and five construction companies. The role was to advise the bank loan commitments in financing and insurance. July 2 1985, the groups formed Channel Tunnel Group / Franceanche (CTG / F). His presentation of the British and French governments was inspired by the project 1975, including 11 volumes and a considerable environmental impact statement.
The design and construction was carried out by companies Construction of ten in the CTG / FM group. The French terminal and boring Sangatte was undertaken by the five French construction companies Transmanche GIE JV Construction Group. Terminal English and Shakespeare Cliff was annoyed by the five construction companies Trankslink British joint venture. Both associations were connected by Transmanche Link (TML), a bi-national project. The prime contractor is an engineering body control employees by Eurotunnel under the terms of the concession that monitors the activity of the project and advised governments and banks.
In France, its long tradition investment in infrastructure, the project has met with general approval, and in April 1987, the French National Assembly gave its unanimous support and in June 1987 after a public inquiry, the Senate gave its unanimous support. In Britain, the selection committee considered the proposal, which history to hold hearings outside of Westminster, in Kent. In February 1987 the third reading of Bill of the Channel Tunnel has taken place the House of Commons and was carried by 94 votes against 22. The Channel Tunnel Act gained Royal Assent and became law in English in July this year.
The Channel Tunnel is a build-own-operate-transfer (BOOT) project with a concession. TML to design and construct the tunnel, but funding was by a separate legal entity: Eurotunnel. Eurotunnel absorbs CCM / FM and has signed a construction contract with TML, however, the British and French governments controlled Final engineering and safety decisions. British and French governments gave Eurotunnel 55 – (later 65 -) year operating concession to repay loans and pay dividends. A railway usage contract has been signed between Eurotunnel, British Rail and the National Society Railways Franais ensure future income in exchange for obtaining the railways half the capacity of the tunnel.
Private funding for complex infrastructure projects of unprecedented scale. An initial capital of 45 million has been raised on CTG / FM, plus 206 million investment In private, 770 million was raised in a public offering which includes print and television advertising, bank credit syndicated credit card and loan of 5 billion. With private funding, the cost of total investment in 1985 prices were 2.6 billion dollars. Al end of 1994, actual costs were in 1985, 4650000000 Price: 80% cost overrun. The overrun was due in part to security, increased safety and environmental requirements. Financing costs were 140% higher than expected.
Construction
Once the tunnels, working on both sides of the canal, cutting through chalk marl to construct two rail tunnels and a tunnel service. Transport terminals of the vehicle are in Cheriton (part of Folkestone) and Coquelles, and are connected to British and French motorways (M20 and A16, respectively).
Tunnels began in 1988 and began operating the tunnel in 1994. In 1985 prices, the total construction cost was 4.65 billion (equivalent to 10.152 billion today), with a cost overrun of 80%. At the peak of construction employed 15,000 people at an expense intake of more than $ 3,000,000. Ten workers, eight of them British, were killed during the construction between 1987 and 1993 especially in the early months of the bore.
Completion
The Channel Tunnel was opened in Calais on 6 May 1994 by British Queen Elizabeth II and President François Mitterrand
A small hole, the pilot diameter of two inches (50 mm) allows the service tunnel without breaking ceremony on October 30, 1990. On December 1, 1990, Graham Fagg English and French Philippe Cozette through the service tunnel to the means of observation. Eurotunnel completed tunnel time, and the tunnel was officially opened by Queen of England Elizabeth II and French President Francois Mitterrand during a ceremony held in Calais on 6 May 1994. The Queen passed through the tunnel to Calais on a Eurostar train, which stopped nose to nose with the train that led to President Mitterrand Paris. After the ceremony, President Mitterrand and Queen traveled on Le Shuttle for a similar ceremony in Folkestone.
The Channel Tunnel Rail Link (CTRL), now known as High Speed 1, runs 69 miles (111 km) from St Pancras in London to the Channel Tunnel portal at Folkestone in Kent. It cost $ 5.8 billion. On September 16, 2003 Prime Minister Tony Blair opened the first section of High Speed 1, from Folkestone to north Kent. On November 6, 2007, the Queen officially opened High Speed 1 and St Pancras international station, which replaces the original link to the slowdown in Waterloo International station. In High Speed 1 trains at speeds up to 300 kmh (186 mph), travel from London to Paris is 2 hours and 15 minutes and London Brussels is 1 hour 51 minutes.
In 1996, the American Society of Civil Engineers in Popular Mechanics, select the tunnel as one of Seven Wonders the modern world.
Engineering
The Channel Tunnel exhibition at the National Museum Railways in York, England, showing the circular section of the tunnel with the power line of a Eurostar train. Also visible is the segmented tunnel lining
place of recognition within twenty years before the construction of the tunnel confirmed earlier speculation that the route of the tunnel could be drilled through a layer of chalk marl. The chalk marl was adapted for a tunnel, and water resistance, ease of excavation and strength. While in the English chalk marl ran the entire length of the tunnel side French, of a length of 5 kilometers (3 miles) was variable and difficult geology. The Channel Tunnel consists of three holes: two 7.6-meter (25 feet) diameter rail tunnels, 30 meters (98 feet), 50 miles (31 miles) with a length of 4.8 meters (16 feet) in diameter service tunnel in between. There are also cons-passages and piston relief ducts. The service tunnel was used as a pilot tunnel, bored before the main tunnels to determine the conditions. English is provided access to Shakespeare's Cliff, while the French access came from a shaft at Sangatte. The French team used five tunnel boring machines (TBM), used six of the English side. The service tunnel tunnel service uses the transport system (STTS) and light commercial vehicles in the tunnel (Ladoga). Fire safety is a critical issue in the design.
Beussingue among portals and Castle Hill Tunnel is 50.5 kilometers (31 miles) long, 3.3 km (2 miles) underground on the French side, 9.3 km (6 miles) underground alongside the United Kingdom and 37.9 km (24 miles) beneath the sea This makes the rail tunnel under the Channel Tunnel Throughout most of the second worldwide, behind the Seikan Tunnel in Japan, but with the longest section of the sea The average depth of 45 meters (148 feet) below the ocean bed. On the coast of the United Kingdom, the 5 million cubic meters is expected (6510 cubic m ^ 6) of debris about 1 million cubic meters (1310 cubic m ^ 6) was used to fill the terminal site, and the rest is deposited in Baja Shakespeare cliff behind a dam, restoration of 74 acres (30 hectares) land. This land was made after the Samphire Hoe Country Park. assessment impact on the environment did not identify the principal risks of the project and other studies safety, noise and air pollution were generally positive. However, the environmental objections raised by a high-speed link to London.
Geology
See geological profile along the tunnel built. For most of its length, the tunnel holes through a layer of marl limestone (layer)
Success a tunnel under the channel requires a good understanding of the topography and geology and selection of best rock strata through which the tunnel. Geology generally consists of Cretaceous strata north-dipping, north of the dome member of the Weald-Boulogne. Features include:
cliffs Chalk continues on both sides of the channel does not contain major flaws, as noted Verstegen in 1698
Four geological strata, sediments seamen provided 90.1 billion years ago, high and medium permeable chalk on stone a little less permeable and, finally, impermeable Gault Clay. A layer of sand, glauconitic marl (shell) is between the limestone and clay Gault
To 2530 meters (8298 feet) layer of limestone marl (in French: blue CRAI) in the lower third of the lower chalk appears to present the best means of tunnels. The chalk has a clay content of 3,040%, which allows ground water proofness However, the search is relatively easy with the force that allows a minimum of support. Ideally, the tunnel is drilled in the bottom of 15 meters (49 feet) marl limestone, which allows the entry of water from fractures and joints to reduce to a minimum but above the Gault clay increase tension in the lining Tunnel and swell and soften when wet.
The English side of the canal, dive groups less than 5, however, the side French, this proportion rises to 20. Articulation and failure is present in both English and French. The English Minor non-displacement of less than 2 meters (7 feet) exists. On the French side, travel up to 15 meters (49 feet) are present due to anticlinal Quenocs times. The defects are of limited width, full-calcite, pyrite and clay altered. The increase in fault dip and limits the route selection the French side. To avoid confusion sets microfossils were used to classify the marl limestone. On the French side, especially near the coast, the chalk has been more difficult, more fragile and more fractured than the English side. This led to the adoption of various techniques Tunneling in French and English sides.
No major geological hazard identified, however, the marine Quaternary valley Dangaered Fosse, and landslide located in the Castle Hill Portal in English, raised concerns. The geophysical survey identified 196,465, Dangaered Fosse is a valley filled extends from 80 meters (262 feet) below the seabed, 500 meters (1,640 feet) south of the road tunnel, located in the middle of the fairway. A 1986 survey showed that the road crosses a tributary of the tunnel and the tunnel and the road was so far north and deep as possible. The English terminal would be located in the Castle Hill landslide, which consists of blocks and moved the chalk marl in the lower reservoir glauconitic and remains Gault. Thus, the region was stabilized by the juxtaposition and integration of drainage tunnels. The pilot tunnel service tunnel before the tunnel key to geology, zones of crushed rock, and areas of high water flow can be predicted. Exploratory survey was conducted in the service tunnels under the form of an advance large-scale survey, investigation probes vertically downward and laterally.
Topography
Navy Investigation and Sampling by Thom Gamond were made during 183367, the establishment of deep seabed at a maximum of 55 meters (180 feet) and the continuity of geological strata (layers). Surveying continued for many years, with 166 sailors and 70 deep wells drilled in the earth is and completed more than 4,000 kilometers of marine geophysical exploration. The surveys were conducted at 195,859, 196,465, 197,274 and 198,688.
195,859 have attended the topography and the dip tube design of bridges and tunnel construction, and thus a large area was studied. In this season of geophysical survey for marine engineering projects was in its infancy, with poor positioning and seismic resolution. 1964-1965 surveys were based on a northern route that left the English coast in the port of Dover, with 70 test wells, an area heavily eroded rock with high permeability is located just south of the port of Dover.
Taking into account the latest survey results and limitations of access, a more southerly route was 197 273 examined in the survey and the road has been confirmed to be viable. Information for the tunnel project also came from work before the cancellation 1975. In the French Sangatte a deep pit with tunnels was made. The English side of Shakespeare Cliff, the government allowed 250 meters (820 feet) of 4.5 meters (15 feet) diameter tunnel driving. The current route of the tunnel, the excavation method and support have been largely the same as the attempt in 1975. In the survey of 198,697, above results have been strengthened and the nature of the clay of Gault and in tunnels, marl, composed of 85% of the road, were studied. geophysical techniques in the petroleum industry have been employed.
Tunnels
Cross section of the tunnel with a service tunnel between the two rail tunnels. Shows the bonds of a railway tunnel through the alleviation piston, it is necessary to handle the pressure changes due to the movement of trains
Tunnel between England and France was a challenge technique, with the only precedent is the underwater Seikan Tunnel in Japan. A serious risk of tunnels under water is important because the inlet pressure seawater on weak soil conditions. The Channel Tunnel is also the challenge of returning timeeing private funding, financial, was paramount.
The objective was to build two 7.6-meter (25 feet) diameter rail tunnels, 30 meters (98 feet) distance, 50 kilometers (31 miles) long, one of 4.8 meters (16 feet) diameter service tunnel between the two main galleries, pairs of 3.3 meters (11 feet) in diameter passages crosslinking railway tunnel service tunnel 375 meters (1230 feet) of space, conduits, relief piston 2 meters (7 feet) in diameter linking the railway tunnel 250 meters (820 feet) of space, two underwater caves crossed for connecting railway tunnels. The service tunnel is always preceded by the main tunnels at least 1 km (0.6 miles) to determine the ground conditions. There were a lot experience with a tunnel through the chalk in the industry mining. The cave diving through a complex engineering problem. The cave was based on French Mountain Ridge Tunnel on U.S. Route Baker. The cave was excavated in the UK the service tunnel to the main tunnels to avoid delays.
precast segments in coatings main units of TBM were used, but used different solutions to the French and English sides. On the French side, the Neoprene and bolted joints between the tiles that cover cast iron or high strength concrete were used. The English the main requirement is that the speed and flowering segments of the cast iron lining were completed only in poor areas of geology. Railway tunnels in the United Kingdom, covering eight segments plus a key segment is used on the French side, five segments plus a key segment. Side French, a 55 meters (180 feet) diameter of 75 meters (246 feet) deep grout curtain Sangatte is used for access. The English side, a classification space was 140 meters (459 feet) below the top of Shakespeare Cliff, and the method of construction of tunnels New Austrian (NATM) was first applied in the marly limestone here. The English side, the tunnels have been driven off the land of Shakespeare Cliff, the same place as the tunnels in the sea, not from Folkestone. The platform at the base of the rock was not big enough for all the units and, despite objections to the environment, residues of the tunnel has been placed behind a concrete dam, provided by placing the chalk in a closed lake to prevent significant dispersion of fine chalk. Lack of space, the lining of precast concrete factory was on the Isle of Grain, in the estuary the Thames.
On the French side, due to increased permeability to water, earth pressure balance TBMs with means for opening and closing unused. The tunnels are closed during the first 5 kilometers (3 miles), but then worked as open, piercing layer of chalk marl. This minimizes the impact on soil and allows water to high pressure to perform, and also relieves the need for suspension before the tunnel. The French effort required five tunnels, two major marine equipment, a main motor of the earth (soil units within 3 km TBM possible to complete the first unit then invest the full address and others), and two service tunnel machines. The English side, geology simply allowed more of TBM faster with the open face. Six machines were used, all excavations began in Shakespeare Cliff, three tractors and three marinas for tunnels in the ground. For completion of units of submarines, the tunneling UK were driven down sharply, and clear the tunnel buried. The French tunnel then completed the tunnel and were dismantled. A railroad gauge 900 mm is used in the English side during construction.
Unlike English machines, which simply gave the alphanumeric names, the French TBM were all named after women: Brigitte, Europe, Catherine, Virginia, Pascaline, Sverine.
Rail Design
Inside the Eurotunnel shuttle, train carrying vehicles. The railroad cars largest in the world, car shuttle trains transport between terminals on either side of the tunnel
Communications
Not three communication systems in the tunnel: radio grant (CR) for service vehicles and personnel within the Eurotunnel concession (terminals, tunnels, coastal wells), surface-to-train radio (TTR) for voice and data securely between trains and the control center of trains, buses radius Inside (SIR) for communication between the shuttle crew and passengers of the car.
Food
All services running tunnel electricity, in equal shares by sources in English and French. Power is supplied to the engines through an airline (fees general) at 25 kV 50 Hz
Much of south London train, using a line of 750 V DC third rail to deliver without But since the opening High Speed 1 no need to use the third rail system for any part of the journey by Eurostar. High Speed 1, the tunnel itself and the path Paris has the power provided by overhead 25 kV, 50 Hz train to Brussels also electrified by the overhead, but at 3000 V DC.
Signaling
A cab signal system information to aid provided directly to drivers on a screen. No automatic train protection (ATP) to stop the train if the speed is different from that shown on the screen in the cockpit. TVM430, as used in the North LGV, is used in the tunnel. The speed limit is 160 km / h.
Tracking System
The American system of monitoring Sonneville International Corporation consists of rail break level buffers 900A UIC60 microcellular EVA screwed into the concrete was chosen. Most European loading gauge GB + was used instead that one of the alternative least in the United Kingdom, this indicator remains at a high speed scratch in East London. Ballast was thrown out because boundary maintenance and the need for dimensional stability.
Material stock
Eurotunnel Shuttle
Main article: Eurotunnel Shuttle Eurotunnel Class 9
Initially, 38 buses have been ordered Locomotive, in pairs, one at each end of a shuttle train. The ferries have two distinct parts: the single and double deck. Each half has two loading and unloading of cars and twelve cars carrier. original order Summer Eurotunnel shuttle nine tourists.
shuttle trucks also have two halves, each medium containing a wagon load, a discharge of cars and 14 cars freight. There is a car engine bar, behind the leader. Eurotunnel shuttle vehicles initially ordered six heavy rakes.
freight locomotives
View also: British Rail Class 92
Forty-six class 92 locomotives carry freight trains and passenger trains at night (Nightstar project was abandoned) was commissioned, which can operate on either AC overhead and third rail DC power.
International passengers
Article Detailed: British Rail Class 373
Thirty-one Eurostar TGVuilt trainsased in French to evaluate the United Kingdom, and many changes to security the tunnel was commissioned, with half-owned by the British Railways, French National Railway Company and the Company Belgian Railways. British Rail has ordered seven more for services north of London.
In late 2009, the conditions required for complete protection against fire Deutsche Bahn removed and received permission to run the German Intercity Express (ICE) train through the Channel Tunnel in the future.
Locomotive Service
diesel locomotives to maneuver and rescue Eurotunnel Eurotunnel Class 0001 and Class 0031.
Operation
Use and services
A graph Tunnel Traffic Channel that shows the number of passengers and tonnes of cargo. The number of goods vehicles has declined in 1996 / 7 due to the closure of service November 1996 fire
The British terminal at Cheriton in the west of Folkestone. terminal services shuttle train carrying cars, the highway and is connected M20
The Folkestone White Horse is the last view of England for most of the passengers who board the Cheriton terminal
Services available through the tunnel are:
Eurotunnel Shuttle (formerly Le Shuttle) service roll-on roll-off transport for road vehicles
Eurostar passenger trains
by freight trains.
Both freight and passenger traffic forecasts that led to the tunnel construction were largely overestimated and universally. In particular, the forecasts are responsible for Eurotunnel over-predictions. Although the catch quota for Channel crossings (Competing with Air and sea) is correctly predicted, the high competition and reduced tariffs has led to low incomes. Overall traffic through Canal has been overestimated.
volume of passenger traffic
Transverse tunnel total passenger traffic reached a record 18.4 million in 1998, dropped to 14.9 million in 2003, subsequently, to up to 16.1 million in 2008.
At the time of the decision to build the tunnel, 15.9 million passengers are expected the Eurostar in the year opening. In 1995, the first full year, the actual figures were just over 2.9 million to 7.1 million in 2000, then fall to 6.3 million in 2003. However, Eurostar also limited by the absence of a high speed without pressure on the British side. After completion High Speed 1 (formerly CTRL) to London in two stages in 2003 and 2007, the increase in traffic. In 2008, Eurostar carried 9,113,371 passengers in the traffic Channel Tunnel, an increase of 10% over the previous year, despite traffic restrictions due to fire in 2008 the Channel Tunnel.
Year
Passengers …
Eurostar [A]
(Turnover actual ticket)
Passenger transport by Eurotunnel
(Cher, in millions)
Total
(Estimated, in millions)
1994
~ 100000
0.2
0.3
1995
2,920,309
4.4
7.3
1996
4,995,010
7.9
12.9
1997
6,004,268
8.6
14.6
1998
6,307,849
12.1
18.4
1999
6,593,247
11.0
17.6
2000
7,130,417
9.9
17.0
2001
6,947,135
9.4
16.3
2002
6,602,817
8.6
15.2
2003
6,314,795
8.6
14.9
2004
7,276,675
7.8
15.1
2005
7,454,497
8.2
15.7
2006
7,858,337
7.8
15.7
2007
8,260,980
7.9
16.2
2008
9,113,371
7,0
16.1
Only passengers on Eurostar to cross the Channel
volumes of freight traffic
traffic volumes of the Tunnel Cross property has been erratic, with a decrease in 1997 due to the closure caused by a fire in a freight ferry. Crossings of goods has increased in the period, indicating the possibility to replace the tunnel by sea. The tunnel was made by Channel freight traffic market or by Eurotunnel over 1980, but forecast 1990 and 1994, Eurotunnel predictions are overstated.
Freight shipped by freight trains, the first year load forecast was 7.2 million gross tons, however, the figure for 1995 was 1.3 million gross tons. With freight volumes in 1998 reached 3.1 million tons. However, current problems, this figure dropped to 1.21 million tons in 2007, rising again slightly to 1.24 million tonnes in 2008.
However, with the bus that transported goods, the growth in freight traffic has been from the beginning, with 6.4 million tons shipped In 1995, 18.4 million tonnes recorded in 2003 and 19.6 million tons in 2007.
Year
Cargo transported …
by freight trains
(Actual Tonnes)
by Eurotunnel truck
(Estimates in millions of tons)
Total
(Estimates in millions of tons)
1994
0
0.8
0.8
1995
1,349,802
5.1
6.4
1996
2,783,774
6.7
9.5
1997
2,925,171
3.3
6.2
1998
3,141,438
9.2
12.3
1999
2,865,251
10.9
13.8
2000
2,947,385
14.7
17.6
2001
2,447,432
15.6
18.0
2002
1,463,580
15.6
17.1
2003
1,743,686
16.7
18.4
2004
1,889,175
16.6
18.5
2005
1,587,790
17.0
18.6
2006
1,569,429
16.9
18.5
2007
1,213,647
18.4
19.6
2008
1240000 ~ [B]
14.2
15.4
B since October 2007, the bills by Eurotunnel Railfreight by trains instead tonnes.
Eurotunnel's freight subsidiary is Europorte 2. In September 2006, early warning systems, the UK's largest freight operator railway, announced that due to the cessation of government subsidies British and French 52 million per year to cover the Channel "right of use minimum "(a subsidy of about 13,000 by train at a level of traffic 4000 trains per year), freight trains will stop working after Nov. 30.
Economic performance
Eurotunnel shares are issued at 3.50 per share on December 9, 1987. In mid 1989 the price had risen to 11,00. Delays and cost overruns led the share price falls in the demonstration run in October 1994, the share price hit a low of all time. Eurotunnel has suspended payment of its debt in September 1995 to avoid bankruptcy. In December 1997, the British and French governments extended the concession Eurotunnel to operate for 34 years until 2086. Eurotunnel's financial restructuring occurred in mid-1998, debt reduction and interest expense. Despite the restructuring of the magazine The Economist reported in 1998 that balance point Eurotunnel would have to increase rates, traffic and market share of sustainability. A cost-benefit analysis of the Channel Tunnel said had little impact on the economy in the evolution Generally, low in the draft, and that the British economy would have been better if the tunnel was not built.
Under the terms of Concession Eurotunnel was forced to investigate a tunnel through the channel. In December 1999, road and rail tunnel proposals have been presented to the British and French governments, but stressed that there was insufficient demand for a second tunnel. A three-way treaty between the United Kingdom, France and Belgium border controls that govern the establishment of control zones where officers of the nation may exercise other habits and powers of limited application. For most cases, it is at both ends of the tunnel, with the French border controls the British side of the tunnel and vice versa. Some trains from city to city, the train itself is a control area. An emergency plan coordinated binational activities of the United Kingdom and France of a emergency.
In 1999, Eurostar recorded its first net profit after a loss of 925 million in 1995.
Terminals
A Peugeot 807 car in a carriage in the French terminal at Coquelles, near Calais in northern France
The terminals are sites of Cheriton (Folkestone UK) and Coquelles (Calais, France). The terminals are unique facilities designed for the transfer of vehicles Road on trains at a speed of 700 cars and 113 heavy vehicles per hour. The website of the United Kingdom uses the M20. The terminals are organized with border controls juxtaposed to enter the system to allow passengers to reach road in the country of destination, immediately after leaving the ship. Area UK has been severely limited and the design was a challenge. The French design is made easier. To reach the exit design, ferries accept double-decker cars, flexibility, the ramps are placed inside the ferries provide access to upper deck. Folkestone is 20 kilometers (12 miles) from the main track and 45 turnouts with eight platforms. At Calais, he 30 km (19 miles) of track with 44 gaps. At the end of the shuttle trains on a figure eight to reduce uneven wear on the wheels.
Regional Impact
A 1996 report by the European Commission believes that Kent and Nord-Pas de Calais, has faced the traffic volume has increased due to growth in the general circulation by the channel and the traffic attracted by the tunnel. In Kent, a line of high-speed train to London that the transfer of traffic from road to rail. Kent Regional Development would be beneficial in the tunnel, but being so close to London limit benefits. Earnings are in traditional industries and are based primarily on the development Passenger Station Ashford International, Kent, without which would be totally dependent on the expansion of London. Nord-Pas-de-Calais has a strong symbolic effect of the residence the tunnel that leads to a significant increase in the manufacturing sector.
The elimination of a bottleneck through, as the Channel Tunnel will not necessarily lead to economic benefits in all adjacent regions, the image of a region that is connected to the European high-speed transport and active policy responses are most important to regional economic development. Tunneling induced Regional development is small compared with overall economic growth. The south-east of England is likely to benefit from development Social and transportation faster and cheaper in continental Europe, but the benefits are not likely to be distributed equitably throughout the region. The impact overall environment is almost certainly negative.
Five years after the opening of the tunnel, there were few and small impacts on the economy in general, and it was difficult to identify the main events related to the tunnel. It has been postulated that the UK economy have been better without the cost of the construction project, both Eurotunnel and Eurostar, companies heavily involved in the construction of the Channel Tunnel and operation had to use large amounts of government aid to cope with rising debts. Eurotunnel was described as being in a serious situation.
Incidents
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Fire
Main articles: 1996 Channel Tunnel fire and 2008 Channel Tunnel fire
There were three fires in the Channel Tunnel have been enough tunnelll important to close the heavy transport vehicles (trucks) shuttlesnd other minor incidents.
During a phase of "invitation" tests on December 9, 1994, a fire in a Ford Escort while its owner was dependent on the top floor of a tourist bus. The fire began around 10:00 with the train stops at the Folkestone terminal and died about 40 minutes later, without damage to the passengers.
On November 18, 1996, a fire on a car carrying heavy vehicles in the tunnel but nobody was seriously injured. The exact cause is unknown, although it was not a team or Eurotunnel turnover problem, because it may have been due to a fire truck. It is estimated that the heart of the fire reached 1,000 C (1,800 F), with the tunnel was severely damaged by 46 meters (151 feet), with about 500 meters (1,640 feet) affected to some extent. Full operation resumed six months after the fire.
The tunnel was closed for several hours Aug. 21, 2006, when a lorry on a train carrying trucks caught fire. On September 11, 2008, a fire broke out in the Channel Tunnel at 13:57 GMT. The incident began on a train trip vehicle load transport to France. The incident occurred 11 kilometers (6.8 miles) from the French tunnel entrance. Nobody was killed but several people were taken to hospital suffering from smoke inhalation and minor cuts and bruises. The tunnel was closed to traffic, with good service tunnel south of limited reopening two days later. A full service resumed on 9 February 2009 after the repairs cost 60 million dollars.
gear failures
On the night of 19/20 February 1996, some 1,000 passengers were stuck in the tunnel under the English Channel, when two British Rail Class 373 Eurostar trains bound continent broke due to an absence caused by snow and ice.
On 3 August 2007, a blackout that lasted six hours because passengers trapped in the tunnel junction in a Eurotunnelshuttle.
On the night of December 18, 2009, during the December 2009 European snow five Eurostar trains to London services not provided within the tunnel trapping 2,000 passengers in the tunnel during the night. The large number of trains does not mean that the two running tunnels were blocked. Class 373 trains have been five out of Brussels and Paris and cold temperatures in northern France, the colder the past eight years. A spokesman for Eurotunnel said that the problem had arisen due to a "fluffy snow in France, which had escaped the jaws of" winterizing "designed to prevent snow entering the system electric. The cup was then the passage of cold air to warm up in France within the tunnel. Four train passengers not wearing with the fifth to be empty, a train from Brussels was turned back to Brussels before reaching the tunnel. Two trains were taken out of the tunnel using Eurotunnel diesel class 0001. The blockade of the Channel Tunnel led to the implementation of the operation of the cell, the transformation of the M20 motorway into a linear park.
The problems began at about 21:00, with Kent Fire Brigade were alerted at 21:46. Travel of participants has eleven and sixteen. The snow had accumulated on the train, then melted in the heat of the tunnel, the water can cause electrical failures. Among five Class 373 trains, and two became:
6:59 p.m. Brusselsondon (9157); towed to London St Pancras by a diesel locomotive from Eurotunnel. Delay 3:49 minutes.
6:43 p.m. Parisondon (9053), 700 passengers evacuated through a train tunnel Eurotunnel shuttle service in the tunnel before running empty. Passengers taken at Ashford International Station train to conventional trains in London. Until late in London for 12 hours, arriving in 8:00 the next morning.
7:13 p.m. Parisondon (9055); 8:13 p.m. With adjacent Eurostar train and dragged behind the diesel locomotive, then went to London. Folkestone towed and picked up passengers from Paris, after 8:13 p.m. service him.
7:37 p.m. Disneylandondon (9057), 664 passengers evacuated through a tunnel empty operating Eurotunnel shuttle train in the tunnel work face and took over France.
8:13 p.m. Parisondon (9059); 7:13 p.m. Eurostar Set adjacent to the front passengers transferred to the forehand 7:13 p.m. for the trip to London or taken by Folkestone and five buses transported by road to London.
8:29 p.m. Brusselsondon (9163), held at Calais, then returned to Brussels before reaching the Channel Tunnel.
9:13 p.m. Parisondon (9063) held at Calais, then returned to Paris before reaching the Channel Tunnel.
The occasion was the first time in fifteen years Eurostar train that was evacuated in the tunnel itself, the failure of four at a time which is described as "not unprecedented. "The Channel Tunnel has reopened at 05:40 CET the next morning.
The next night, December 19, 2009, an additional Eurostar Paris collapsed. The train successfully negotiated the Channel Tunnel itself, then broke out. A second package was sent to tow the first in London, but not at 18:25 in trying to eliminate up a steep slope Thurrock Viaduct crossing on the outskirts of London. Eurostar passenger services resumed Dec. 22, 2009.
Niranjan Deva MEP South East England, asked Eurostar Richard Brown, CEO to resign over the incident.
Another Class 373 units in service in the tunnel broke Brusselsondon January 7, 2010. The train had 236 passengers on board was towed to Ashford, other trains have yet to return the tunnel.
An independent report on 18/19 December 2009 incident was released February 12, 2010. The report was written by Christopher Garnett (former CEO of Great North Eastern Railway) and Claude Gressier (a transport expert in French) and 21 recommendations.
Asylum and immigration
Immigrants and asylum seekers are potential known for using the tunnel to try to enter Britain. In 1997, the problem has already attracted the attention of the international press and the Red Cross French opened a refugee center in Sangatte in 1999, with a warehouse once used for tunnel construction and 2002 allowed until 1500 people at a time, most of them try to come to the UK. At one point, many came from Afghanistan, Iraq and Iran, but in Africa and European countries are also represented.
Most migrants who have been in Britain found a way to build a freight train, but others use Eurostar. Although the facilities have been closed, security airtight was considered impossible, bridges refugees even go on the trains. In several incidents have been injured during the crossing, other railway equipment engineering, causing delays and requiring repairs. Eurotunnel said it was losing 5 million per month for the problem. A dozen refugees died in attempts to pass.
In 2001 and 2002, several riots broke out at Sangatte and groups refugees (up to 550 incidents in December 2001) stormed the fences and tried to come in droves. Immigrants also came as Eurostar passengers without legitimate entry documents appropriate.
Local authorities in France and the United Kingdom called for the closure Sangatte, and Eurotunnel twice requested an injunction against the center. The United Kingdom blamed France for allowing open Sangatte, France and the United Kingdom blamed for its lax rules and EU asylum for not having a coherent immigration policy. Nature famous cause of the problem, including even journalists were arrested while refugees in the railway property.
In 2002, after the European Commission said that France was in breach of EU rules on the free transfer of property, due to delays and closures due to its lack of security, a double fence was built at a cost of 5 million, which reduced the number of refugees detected each week reaching Britain on goods trains from 250 to almost nothing. Other measures include surveillance cameras and police patrols increased. In late 2002, the Sangatte was closed after Britain agreed to take some of their refugees.
See also: asylum shopping
Security
The service tunnel is used for access to technical teams at the beginning notes and equipment for provide fresh air ventilation and emergency evacuation. The transportation system service tunnel (STTS) provides quick access to all areas tunnel. Service vehicles are rubber tires with a buried wire guidance system. Twenty-four STTS vehicles were made, and are mainly used for maintenance, but also to extinguish fires and emergencies. "Modules" with different purposes, until a payload of 2.55 t (2.85.5 tons), are inserted into the side of the vehicle. STTS vehicles can not turn around inside the tunnel and are driven from each end. The maximum speed is 80 km / h (50 mph) when the address is blocked. A small fleet of fifteen Light Service Tunnel (Ladoga) were introduced to complement STTSs. Ladoga have a short wheelbase with m 3.4 (11 ft) of rotation to spin two points in the service tunnel. Administrators can not be blocked as STTS vehicles, and a maximum speed of 50 kmh (31 mph). Pods up to 1 tonne can be loaded at the rear of vehicles. Drivers sit in the tunnel on the right and the left-hand drive vehicles. Due to the risk of driving the French staff in his native side of the road on the right, the sensors in vehicles to alert the driver if the vehicle deviates to the right side tunnel.
The three tunnels containing 6,000 tons (6,600 tons) of air to be conditioned for the comfort and safety. The air is supplied the building ventilation Shakespeare Cliff and Sangatte in each building capable of providing 100% full of spare capacity. There is also a breakdown Supplementary both sides of the tunnel. In the case of a fire, ventilation is used to keep the smoke out of the service tunnel and smoke moves in one direction in the main tunnel to provide passengers with air quality. The Channel Tunnel was the first main tunnel railway line to have a special cooling equipment. The heat generated by hauling gear and slipping. The design limit is set at 30 C (86 F), using a cooling system in mechanical refrigeration systems in both English and French as you pour cold water flowing through tubes inside the tunnel.
Trains traveling at high speed to apply the changes in pressure piston effect may affect passenger comfort, ventilation systems, tunnel doors, fans, and the structure of the trains, and powertrains. Piston relief ducts 2 meters (7 feet) in diameter were chosen to solve the problem, with 4 channels per kilometer to give the best results. Unfortunately, this view was unacceptable lateral forces on the trains as a reduction in train speed was necessary and limiters were installed in the ducts.
The issue of fire safety in a vehicle ferry attracted much attention, with Eurotunnel is to be noted that the fire was a risk to gather the most attention in a matter of security 1994 for three reasons: companies ferry passengers faced were allowed to stay with their cars, ministry statistics show that the fire of cars has doubled in ten years and the great length of the tunnel. Eurotunnel has asked the Fire Research Station in the United Kingdom to submit reports of vehicle fires, as well as liaison with Kent Fire Department to collect statistics of vehicle fires in a year. Fire tests were conducted in French Research Mines with a model car to study how the cars burned. The car door systems are designed to withstand the heat inside the car for 30 minutes, since transit time of 27 minutes. Wagon conditioners help to purify the harmful gases from inside the car before you travel. Each car has a detection system fire suppression, with detection of ions or ultraviolet radiation from the smoke and gases that can cause halon gas to extinguish a fire. Of truck (HGV) wagons are not covered, fire detectors are in the car and the tunnel itself. At 10 inches (250 mm) water main leading to service tunnel provides water for the main tunnel of 125 meters (410 feet) apart. The ventilation system controls the movement smoke. arrival gap there to accept a special train is on fire, because the train could not stop while the fire in the tunnel. Eurotunnel has prohibited a wide range of dangerous goods travel through the tunnel. STTS vehicles with two cloves of fire service at any time, with a maximum delay of 10 minutes before to board a train on fire.
See also
British Rail Class 373
Irish Sea Tunnel
Korea-Japan undersea tunnel
Train megaprojects list
Samphire Hoe
Notes
^ "The Channel Tunnel." raileurope.com. http://www.raileurope.com/us/rail/eurostar/channel_tunnel.htm. Retrieved July 19, 2009.
Institute of Civil Engineers Ab ^ p. 95
^ "Turkey building the world's deepest underwater tunnel underground." Popular Mechanics. http://www.popularmechanics.com/science/extreme_machines/4217338.html?series=23. Retrieved July 19, 2009.
Ab ^ Chisholm, Michael (1995). Great Britain on the edge of Europe. London: Routledge. p. 151. ISBN 0415119219.
Ab ^ Reynolds, Christopher (May 19, 1996). "Seven Wonders of the World. The modern list" The Plain Dealer.
Ab ^ P. Whiteside 17
^ "The Channel Tunnel." Library.thinkquest.org. Http: / / library.thinkquest.org/5983/pages/chunnel.htm. Retrieved July 19, 2009.
^ Wilson pp 1421 ABCDEFGHIJ
Ab ^ Flyvbjerg et al. p. 12
^ "Four men caught in Channel Tunnel." BBC News. January 4, 2008. http://news.bbc.co.uk/1/hi/england/kent/7171985.stm. Retrieved July 19, 2009.
^ "Sangatte refugee camp." The Guardian. http://www.guardian.co.uk/uk/2002/may/23/immigration.immigrationandpublicservices1. Retrieved July 19, 2009).
^ "Subterranea Britannica: Channel. – 1880 attempted Subbrit.org Http: / / www.subbrit.org.uk/sb-sites/sites/c/channel_tunnel_1880_attempt/index.shtml Retrieved July 19, 2009 …
pp Whiteside 1823 ^
^ "The proposed tunnel between England and France." The New York Times. August 7, 1866. http://query.nytimes.com/mem/archive-free/pdf?res=9A00EFD9133DE53BBC4F53DFBE66838D679FDE. Retrieved January 3, 2008.
^ Gladstone, William (1902). AW Hutton and Cohen HJ. ed. Speech of Hon. WE Gladstone autonomous government, criminal law, Wales and the Irish nationality of the national debt and the reign of the Queen. Speeches and public actions, Hon. WE Gladstone, MP. X. London: Methuen and Company.
Kirkland pp 1011 ^
Abc ^ Flyvbjerg et al. 9697 pp
^ Flyvbjerg et al. p. 3
^ ab "On this day:. Tunnel links UK and Europe" BBC News. December 1, 1990. http://news.bbc.co.uk/onthisday/hi/dates/stories/december/1/newsid_2516000/2516473.stm. Retrieved July 19, 2009.
Abc ^ Anderson, pp xvivii
^ John Harlow (April 2, 1995). "The ghost train wreak havoc on the Channel Tunnel." The Times.
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^ "Thirteen workers die as safety standards are taken into account in the race to build Olympic venues. "The Independent. Http://www.independent.co.uk/news/world/europe/thirteen-workers-die-as-safety-standards-are- ignore the race-to-Build Olympic-site-558698.html. Accessed September 26, 2008.
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^ "Birthday Channel Tunnel." Evening Mail (Birmingham Post & Mail Ltd.). December 2, 2000.
^ Ab "Today in history – 1994: President and Queen open Chunnel "BBC News May 6, 1994 Http: / / news.bbc.co.uk/onthisday/hi/dates/stories/may/6/newsid_2511000/2511653 …. stm. Retrieved January 12, 2008.
^ Woodman, Peter (November 14, 2007). "High-speed rail link last full." Association Press Newswire National.
^ "New high-speed rail line linking Britain to Europe opens." Channel NewsAsia (MediaCorp News.) On November 15, 2007.
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^ P. Kirkland 13
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^ Flyvbjerg et al. p. 51
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Kirkland pp 2150 ^ abc
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pp ^ Abcd Kirkland 63128
^ Wilson p. 38
^ P. Kirkland 29
^ Wilson p. 44
^ Kirkland pp 117 128
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^ Kirkland pp 129 132
^ Kirkland pp 134 148
^ Ab article: electric traction August 9, 2009
^ Kirkland pp 149 155
^ Article from: Eurotunnel Betrieb # August 9, 2009
^ Ab Kirkland pp 157 174
^ "Transportation Network strategic long term vision." Department of Transportation. Http: / / www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/. Retrieved May 17, 2009.
^ Kirkland pp 175 211
^ Edmonds, Sam (16 2009). Deutsche Bahn has access to the Channel Tunnel. " Deutsche Welle. http://www.dw-world.de/dw/article/0,, 5018915.00. html? maca = en-rss-en-all-1573-rdf. Accessed December 20, 2009.
^ "Deutsche Bahn allowed through the Channel Tunnel." Austin news. December 16, 2009. http://www.austinnews.net/story/578370. Retrieved December 20, 2009.
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Ab ^ "Annex 2 Study Report." East Kent Ashford study publication and sub-regional plan for the South East. Assembly South East England Regional. June 2004. Table 11 p. Http: / www.southeast-ra.gov.uk/southeastplan/key/study_areas/initial_studies/east_kent_ashford_annex 2.xls /. Accessed January 21, 2009.
^ "Eurotunnel 2003 Revenue and Traffic." Eurotunnel. January 20, 2004. http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcMediaCentre/ukcNewsReleases/ukcNews2004/ukcJanuary2004/ukpPr0401Revenue.htm. Accessed January 21, 2009.
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^ Abc "Eurotunnel traffic figures 2007 and income: a good year." Eurotunnel. January 15, 2008. http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcMediaCentre/ukcNewsReleases/ukcNews2008/ukcJanuary2008/ukpPr0801TrafficAndRevenue2007.htm. Accessed January 21, 2009.
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^ Abc "Bad Weather Eurostar terminates all." Sky News. December 19, 2009. http://news.sky.com/skynews/Home/UK-News/Eurostar-Says-All-Scheduled-Services-Tomorrow-Have-Been-Cancelled/Article/200912315504284. Preview December 19, 2009.
^ Eurostar fault "light" of snow for the weekend chaos on Dec. 21 9 times
^ Trains Eurostar canceled Snow – Association of the Press (21 December 2009)
^ Cole, Rob (December 18, 2009). "Nightmare" Over the other passengers. "Sky News. Http://news.sky.com/skynews/Home/UK-News/Eurostar-Trains-Trapped-In-Channel-Tunnel-As-Snow-And- Ice-Brings-Services-To-A-Halt/Article / 20091 … About the Author

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