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Channel Tunnel

Beginning
Proposals and attempts
Key Dates
1802
Mathieu Albert presented a proposal of the tunnel through Canal.
1875
The Channel Tunnel Company Ltd started preliminary trials
1882
Cliff Abbot heading had reached 897 yards (820 m) Shakespeare Cliff and 2040 yards (1870 m) in length
January 1975
UKrance a government supported regime that began in 1974 was canceled
February 1986
The Treaty of Canterbury was signed allowing the project to proceed
June 1988
The first tunnel was started in France
December 1988
United Kingdom began TBM operation
December 1990
The service tunnel broke through the Channel
May 1994
The tunnel was officially opened by HM The Queen and the President Mitterrand
Mid 1994
And freight trains began operating passenger
November 1996
A fire truck, very damaged the tunnel
November 2007
High Speed 1, linking London to the tunnel was opened
September 2008
A fire in a transport truck severely damaged the tunnel
December 2009
Eurostar trains stuck in the tunnel due to condensation of hardware that affect electric trains
In 1802, French mining engineer Albert Mathieu made a proposal to tunnel under the English Channel, with lighting oil lamps, coaches horses, and an artificial island in mid-channel to change horses.
In the 1830s, French Gamond Goal Thom made the first geological surveys and hydrographic in the Channel between Calais and Dover. Thom Gamond explored various schemes and, in 1856, presented a proposal to Napoleon III for a rail tunnel extracted Cap Gris-Nez Eastwater to point to a port / airshaft in Varna sandbank 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 in Varna sandbank mid-Channel
In 1865, a delegation headed by George Ward Hunt proposed the idea of a tunnel to the Minister of Finance of the time, William Ewart Gladstone.
After 1867, William Low and Sir John Clarke Hawkshaw promoted ideas, but none were applied. An official Anglo-French protocol was established in 1876 by a railway tunnel through the Canal. In 1881, British railway entrepreneur Sir William Watkin and French Suez Canal Alexandre Lavalley contractor were in the Anglo-French Submarine Railway Company conducted exploration work on both sides of the Channel. On the side of a drilling machine English 2.13 meters (7 ft) diameter Beumont-English dug a 1.893 meters (6.211 feet) pilot tunnel from Shakespeare Cliff. On the French side, a similar machine dug 1669 meters (5476 feet) from Sangatte. The project was abandoned in May 1882 because of British political and media campaigns advocating for a tunnel that would jeopardize national defense of Britain. These early works have been found more than a century later during the LRT project.
In 1955, the defense arguments were accepted to be irrelevant because of the dominance of air power, therefore the British and French governments technical support and geological studies. Construction work began on both sides of the Channel in 1974, a project funded by the government the use of twin tunnels on both sides of a tunnel service, with capacity for car transport wagons. In January 1975, to the consternation of the French partners, the British government canceled the project. The government had changed the Labour Party and there was uncertainty about EC members, the cost estimates had ballooned to 200% and the national economy was troubled. By then the British Priestly TBM was ready and the Ministry of Transport was able to make a 300 m experimental unit. This tunnel, however, be reused as a starting point and access point for the operations of a tunnel from the British side.
In 1979, the Project "trap" was suggested when the conservative came to power in Britain. The concept was a single track railway tunnel with a service tunnel, but the bus terminal. The British government took no interest in funding the project, but Prime Minister Margaret Thatcher said he had no objection to a privately funded project. In 1981 French and British leaders Margaret Thatcher and François Mitterrand agreed to establish a working group to consider a privately funded project, and in April 1985 promoters were formally invited to submit proposals regime. Four presentations were shortlisted:
a railway scheme proposal based on 1975 presented by the Channel Tunnel Group / Franceanche (CTG / F)
Eurobridge: a 4.5 km span suspension bridge with a road in a closed tube
Euroroute: a tunnel of 21 km between artificial islands approached by bridges, and
Canal Highway: large diameter road tunnels with ventilation towers half channel.
The industry across the Channel ferry protested under the name "Flexilink." In 1975 there was no protest campaign by a fixed connection with a major ferry operators (Sealink) be state-owned. Flexilink arouse opposition continued throughout 1986 and 1987. Public opinion favored strongly drive-through tunnel, but the ventilation issues, concerns about the management of accidents and the fear of driving away mesmerisation the filing rail only shortlisted, CTG / FM, which won the project.
Agreement
A block diagram describing the structure of the organization used in the project. Eurotunnel is the umbrella organization for the construction and operation (through a grant) tunnel
The British Channel Tunnel Group consisted of two banks and five construction companies, while their French counterparts, Franceanche, consisted of three banks and five companies construction. The banks' role was to advise on financing and commitments to guarantee loans. On July 2, 1985, the groups formed Channel Tunnel Group / Franceanche (CTG / F). Its submission to the British and French governments was inspired by the 1975 draft, including 11 volumes and a statement considerable environmental impact.
The design and construction was performed by construction companies ten in the CTG / FM group. The French and boring terminal Sangatte was carried out by the five French construction companies in the joint venture group GIE Transmanche Construction. Terminal and boring English Shakespeare Cliff was carried out by the five British construction companies Trankslink Joint Undertaking. The two associations are linked by Transmanche Link (TML) a binational project organization. The Matre d'Oeuvre was a body control engineering employed by the Eurotunnel under the terms of the concession that monitors project activity and reported to governments and banks.
In France, with its long tradition of infrastructure investment, the project won approval general and in April 1987 the French National Assembly gave unanimous support and, in June 1987 after a public inquiry, the Senate gave its unanimous support. In Britain, the selection committee has reviewed the proposal, making history by holding hearings outside of Westminster, in Kent. In February 1987, the third reading the bill of the Channel Tunnel was held in the House of Commons, and was carried by 94 votes to 22. The Channel Tunnel Act gained Royal Assent and enacted English into law in July of that year.
The Channel Tunnel is a build-own-operate-transfer (BOOT) project with a concession. TML that design and build the tunnel, but funding was through a separate legal entity: Eurotunnel. Eurotunnel absorbed CTG / FM and signed a construction contract with TML, however, British and French governments controlled final engineering and safety decisions. The British and French governments gave Eurotunnel 55 – (Later 65 -) year operating concession to repay loans and pay dividends. A railroad Use Agreement was signed between Eurotunnel, British Rail and SOCIT Nationale des Chemins de Fer Francais ensure future income in exchange for the procurement of railways in the middle of the tunnel capacity.
Funding private for a complex infrastructure project was unprecedented scale. An initial capital of 45 million was raised by CTG / FM, increased by 206 million private placement institutional, 770 million was raised in an IPO which include print and television advertisements, a syndicated bank loan and credit card prepared 5 billion. With private financing, total investment costs in 1985 prices were 2.6 billion. At the end of 1994 actual costs were, in 1985 prices, 4650 million: 80% cost overrun. The overrun was due in part to improved safety, security and environmental requirements. Financing costs were 140% higher expected.
Construction
Once TBMs, working from both sides of the canal, cutting through marl for the construction of two railway tunnels and a service tunnel. The bus terminal of the vehicles are in Cheriton (part of Folkestone) and Coquelles, and are connected to highways and British French (M20 and A16, respectively).
Tunnel construction began in 1988, and the tunnel became operational in 1994. In 1985 prices, the total construction cost was 4.65 billion (equivalent to 10.152 billion today), a 80% cost overrun. At the peak of the construction of 15,000 persons were employed with a daily expenditure of more than 3 million euros. Ten workers, eight of them British, were killed during construction between 1987 and 1993, mostly in the early months of boring.
Termination
The Channel Tunnel was opened in Calais on 6 May 1994 by Queen Elizabeth II and French President François Mitterrand
A small, two inches (50 mm) diameter pilot tunnel allowed the service to break without ceremony on October 30, 1990. On December 1, 1990, Graham Fagg English and French Cozette Phillippe went through the service tunnel with the means of observation. Eurotunnel completed the tunnel in time, and the tunnel was officially opened by Queen British Queen Elizabeth II and French President François Mitterrand in a ceremony held in Calais on 6 May 1994. The Queen traveled through the tunnel to Calais on a Eurostar train, which stopped face to face with the train that led to President Mitterrand in Paris. After the ceremony, President Mitterrand and Queen traveled on Le Shuttle a similar ceremony in Folkestone.
The Channel Tunnel Rail Link (CTRL), now called High Speed 1, runs 69 miles (111 km) from St Pancras station in London for the portal of the Channel Tunnel in Folkestone, Kent. It cost 5.8 billion. On September 16, 2003 the British Prime Minister Tony Blair opened the first section 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 link the slower original train station Waterloo International. In High Speed 1 trains running at speeds up to 300 km / h (186 mph), the journey from London to Paris lasts 2 hours 15 minutes and London to Brussels is 1 hour 51 minutes.
In 1996, the American Society of Civil Engineers, with Popular Mechanics, select the tunnel as one of the Seven Wonders of the Modern World.
Engineering
The Channel Tunnel at the National Railway Museum in York, England, showing the circular section the tunnel with the overhead line feeding a Eurostar train. Also visible is the segmented tunnel lining
Recognition place in the twenty years previous tunnel construction confirmed earlier speculation that a route of the tunnel could be bored through a layer of chalk marl. Loam limestone was favorable to the construction of tunnels, water resistance, ease of excavation and strength. While in the English side chalk mark ran entire length of the tunnel on the French side a length of 5 kilometers (3 miles) was variable and difficult geology. The Channel Tunnel consists of three holes: two of 7.6 meters (25 feet) in diameter rail tunnels, 30 meters (98 feet) away, 50 kilometers (31 miles) in length with a service tunnel 4.8 meters (16 feet) in diameter in the middle. There are also cross-passages and piston relief ducts. The service tunnel was used as a pilot tunnel, bored in front of the main tunnels to determine the conditions. English access was provided at Shakespeare Cliff, while the French access came from a shaft Sangatte. The French team used five tunnel boring machines (TBM), the English side used six. The service tunnel transport system uses the service tunnel (STTS) and Light Vehicle Services Tunnel (LADOGS). Fire safety is a critical design issue.
Among the portals in the Castle Hill and Beussingue the tunnel is 50.5 km (31 miles) long, 3.3 kilometers (two miles) underground in the French side, 9.3 km (6 miles) underground in side the United Kingdom and 37.9 kilometers (24 miles) beneath the sea. This makes the Channel Tunnel longest railway tunnel of the world's second largest, behind Seikan Tunnel in Japan, but with the longest section in the sea. The average depth is 45 meters (148 feet) below the seabed. On the side of the United Kingdom, the expected 5 million cubic meters (6510 ^ 6 cu yd) sludge of approximately 1 million cubic meters (1,310 cu yd ^ 6) was used to fill at the site of the terminal and the rest was deposited in Lower Shakespeare cliff behind a dam, restoration of 74 acres (30 hectares) of land. This land was made after the samphire hoe Country Park. Environmental impact assessment did not identify the principal risks to the project, and other studies on the safety, noise and air pollution were generally positive. However, environmental objections have been raised over a high speed line to London.
Geology
Geological profile along the tunnel as constructed. For most of its length holes through a tunnel of chalk marl stratum (layer)
The success of a tunnel under the canal you want a sound understanding of the topography and geology and the selection of the best rock strata through which to tunnel. The geology generally consists in northeasterly dipping Cretaceous strata, northern part of the member of the Wealden dome-Boulonnais. Features include:
continuous chalk cliffs on both sides of the Channel that contains no major flaws, as pointed out in 1698 Verstegen
Four geological strata, marine sediments laid down 90.1 billion years back, high and medium permeable chalk over chalk slightly less permeable and impermeable Gault Clay finally. A layer of sand, glauconitic marl (tortie) is between the mark made with chalk and Gault clay
A layer of 2530 meters (8298 feet) marl (French: bleue CRAI) in the lower third of the lower chalk appeared to present the best means of tunnels. The chalk has a clay content of 3,040%, which is waterproof to groundwater however, relatively easy to dig with the force that allows minimal support. Ideally, the tunnel is bored in the bottom of 15 meters (49 feet) from the chalk mark, allowing water entry fractures and joints to reduce to a minimum but above the Gault clay that increase stress on the lining of the tunnel swell and soften when wet.
On the English side of the channel, the strata dip less than 5, however, the French side, which increases to 20. Joints and faults are present in English and French sides. On the English side, only minor forms of displacement of less than 2 meters (7 feet) exists. On the French side, displacement up to 15 meters (49 feet) are present due to double Quenocs anticline. Faults are of limited width, filled with calcite, pyrite and remoulded clay. The fall more and failure limits the route selection on the French side. To avoid confusion microfossil groups were classified according to the mark made with chalk. On the French side, particularly near the coast, the chalk was harder, more brittle and more fractured than in the English side. This led to the adoption of different techniques construction of tunnels in the French and English sides.
No major geological hazards were identified, however, the Quaternary submarine valley Dangaered Fosse, Castle Hill and landslides located in the portal of English, raised concerns. 196 465 identified by the geophysical survey, the Dangaered Fosse is a system of valleys filled extends 80 meters (262 feet) below the seabed, 500 meters (1,640 feet) south of the route of the tunnel, located mid-channel. A survey in 1986 showed that a tributary crossed the path of the tunnel, so that the route of the tunnel was so far north and deep as possible. The English terminal had to be located in the landslide Castle Hill, which consists of blocks of displaced and the lower reservoir chalk glauconitic marl and remains Gault. Thus, the area was stabilized by juxtaposition and insertion of drainage tunnels. The service tunnels tunnels tunnels pilot before main, so that the geology, areas of crushed rock, and areas of high water inflow could be expected. Exploratory survey was conducted in the service tunnels, in the form of wide interest survey, down vertical probes and sideways drilling.
Topography
Marine surveys and sampling by Thom Gamond took place during the 183 367, establishing the depth of the seabed at a maximum 55 meters (180 feet) and the continuity of the geologic strata (layers). Surveying continued over many years, with 166 sailors and 70 deep wells that land being drilled and more than 4000 km line of marine geophysical survey completed. The surveys were conducted in 195 859, 196 465, and 198 688 197 274.
The topography 195 859 seen in submerged tube designs the bridge and a tunnel, and therefore a large area was investigated. In this time of marine geophysical surveying engineering project was in its infancy, with poor positioning and resolution seismic profiles. 1964-1965 surveys focused on a northern route which left the English coast at the port of Dover, with 70 boreholes, an area of deeply weathered rock with high permeability is located just south of the port Dover.
Taking into account the latest results of the survey and access limitations, a more southerly route was investigated in the survey of 197 273 and the route is confirmed to be feasible. Information for the tunnel construction project also came from work before the cancellation of 1975. On the French side of Sangatte a deep well with tunnels was done. On the English side of Shakespeare Cliff, the government allowed 250 meters (820 feet) 4.5 meters (15 feet) in diameter tunnel driving. The actual tunnel alignment, the method of excavation and support were essentially the same as the attempt of 1975. 198 697 In the survey, results earlier were reinforced and the nature of Gault clay and medium-sized tunnel, marl forming 85% of the route, were investigated. geophysical techniques in the industry oil were used.
Tunnel construction
Tunnel typical cross section with a service tunnel between the rail tunnels individual. It shows the link between the rail tunnels is a conduit for relief of the piston, it is necessary to manage the pressure changes because of traffic train
Tunnelling between England and France was a major engineering challenge, with the only precedent is the underwater Seikan Tunnel in Japan. A serious risk with tunnels under water is important because water inlet pressure of seawater above the ground conditions under weak. Tunnel Canal also had the challenge of private timeeing funded return, financial, was paramount.
The aim was to build two of 7.6 meters (25 feet) in diameter railway tunnels, 30 meters (98 feet) away, 50 kilometers (31 miles) long, one pair of 4.8 meters (16 feet) in diameter tunnel service between the two main tunnels, which is 3.3 meters (11 feet) in diameter transverse passages railway tunnels linking the service tunnel at 375 meters (1230 feet); piston relief ducts 2 meters (7 feet) in diameter that connects the rail tunnel 250 meters (820 feet) spacing, two underwater caves crossover to connect the railway tunnels. The service tunnel, always preceded by the main tunnels at least 1 kilometer (0.6 miles) to know the terrain conditions. There were a lot of experience with a tunnel through the chalk on the mining industry. The underwater cave crosses a complex engineering problem. The cavern France was based on the Mount Baker Ridge Tunnel on U.S. Highway. The cavern of the United Kingdom was taken from the service tunnel ahead of the main tunnels to avoid delay.
precast segments covering the major units of TBM were used, but used different solutions to the sides English and French. On the French side, neoprene covering joints between the tiles bolted heavy duty cast iron or reinforced concrete were used. On the English side, the main requirement was that the speed and the flowering of the segments of cast iron lining was only carried out in poor areas of geology. In tunnels Railway in the UK, covering eight segments plus a key segment were used on the French side, five segments plus a key segment. On the French side, a 55 meter (180 feet) in diameter of 75 meters (246 feet) deep shaft at Sangatte grout curtain is used for access. On the English side, an area classification was 140 meters (459 feet) below the top of Shakespeare Cliff, and the method of tunneling New Austrian (NATM) was first applied in chalk mark here. On the English side, the tunnels were driven from the land of Shakespeare Cliff, the same place as the marine tunnels, not from Folkestone. The platform at the base of the cliff was not big enough for all the units and, despite the objections of the environment, spoil tunnel was placed behind a concrete dam, on the condition of placing the chalk in a pond closed to avoid a large dispersion of fine chalk. Due to limited space factory Precast cladding was in the Isle of Grain in the Thames Estuary.
On the French side, due to increased permeability to water, land balance TBMs pressure to open and closed modes were used. The tunnels are closed in nature during the first 5 kilometers (3 miles), but below light as open, boring through the chalk marl stratum. This minimizes the impact with the ground and allows high water pressures to be withstood, and also relieves the need for grout before the tunnel. The French effort requires five tunnels: two major marine engine, a main engine of the earth (the units ground short of 3 km TBM allowed to complete the first unit, then reverse direction and complete the other), and two tunnel machines service. On the English side, geology TBM yielded simple open face. Six machines were used, they all began the excavation of Shakespeare Cliff, three marine wheel and three tunnels in the earth. Towards the end of units of submarines, the United Kingdom TBMs were driven sharply down and buried clear the tunnel. The French then completed the tunnel boring machines and dismantled. A railroad gauge of 900 mm is used in the English side during construction.
In contrast to the English machines, which simply were given alphanumeric names, tunnels French machines were named after all women: Brigitte, Europe, Catherine, Virginia, Pascaline, Sverine.
Rail Design
Interior of Eurotunnel Shuttle, a shuttle train from the vehicle. Railway Wagons world's largest, the shuttle trains transport vehicles between terminals on either side of the tunnel
Communications
There are three communication systems in the tunnel: the granting radio (CR) for vehicles and personnel within the concession of Eurotunnel (terminals, tunnels, coastal wells); Ground-train radio (TTR) for voice calls and data securely between the trains and the train control center, bus inner radius (SIR) for communication between crew shuttle and passenger in the car radios.
Power Supply
All tunnel services run on electricity, in equal parts from sources English and French. Power is delivered to the locomotives through an airline (overhead) at 25 kV 50 Hz
Much of the railway to South London using a 750 V DC third rail power to deliver, however since the opening of a high speed there is no need to use the third system Rail travel to any part of the Eurostar. High Speed 1, the tunnel itself and the route to Paris on power provided by overhead 25 kV 50 Hz railway in Brussels also electrified with overhead catenary, but at 3000 V DC.
Signaling
A cab signaling system used information leading directly to drivers on a screen. There are Automatic Train Protection (ATP) that stops the train if the speed is different from that on the screen in the cockpit. TVM430, as used LGV Nord, is used in the tunnel. The speed limit is 160 km / h.
Track System
The American Sonneville International Corporation monitoring system consisting of rails rest UIC60 degree 900A microcellular EVA pads, bolted into the concrete was chosen. The largest European gauge GB + is used instead of one of the smallest UK alternative, this indicator remains at a high speed at Barking in east London. ballasted track was discarded due to the limitations of maintenance and a need for geometric stability.
Rolling stock
Eurotunnel Shuttle
Main article: Eurotunnel Shuttle Eurotunnel Class 9
Initially 38 locomotives were commissioned Le Shuttle, working in pairs with one at each end of a shuttle train. The buses two separate halves: a double deck. Each half has two loading and unloading of cars and twelve wagons carrying. original order was for nine tourists Eurotunnel shuttles.
HGV shuttles also have two halves, with each half with a boxcar, a volley of 14 carriages and wagons company. Not a car club behind the leading locomotive. Order Eurotunnel truck shuttles six rakes.
freight locomotives
See also: British Rail Class 92
Forty-six class 92 locomotives for transporting freight trains and passenger trains at night (the Nightstar project was abandoned) were commissioned, that can run in the top CA and the third DC power rails.
International passengers
Main article: British Rail Class 373
Thirty and one in French TGVuilt trainsased Eurostar gauges in the UK, and with many changes for security inside the tunnel was commissioned, with ownership divided between British Rail, French National Railway Company and National Railway Company of Belgium. British Rail ordered seven more for services north of London.
In late 2009, the requirements for comprehensive protection against fire, were removed and the Deutsche Bahn received permission to run the German Intercity Express (ICE) through Channel Tunnel in the future.
Locomotive Service
diesel locomotives and rescue maneuver are Class Eurotunnel Eurotunnel Class 0001 and 0031.
Operation
Use and services
A chart of the Channel Tunnel traffic shows the number of passengers and tonnes of cargo. Loads the number of shipments of vehicles fell in 1996 / 7 due to the closure of the service after November 1996 fire
The British terminal at Cheriton in the west of Folkestone. Terminal Services shuttle train carrying vehicles, and is linked to the M20 motorway
The Folkestone White Horse is the last view of England for most passengers passengers board the Cheriton terminal
Services offered by the tunnel are:
Eurotunnel Shuttle (formerly Le Shuttle) service roll-on roll-off transport for road vehicles
Eurostar passenger trains,
through freight trains.
Both freight and forecasts passenger traffic leading to the construction of the tunnel were largely overestimated and universally. In particular, the forecasts were too responsible Eurotunnel predictions. Although the catch quota for Channel crossings (competing with air and sea) are correctly predicted, high competition and tariff reduction has been a low income. Overall traffic through the canal was overestimated.
Passenger traffic volumes
Effective total tunnel volume passenger traffic peaked at 18.4 million in 1998, dropped to 14.9 million in 2003, since then increased again to 16.1 million in 2008.
At the time of the decision to build the tunnel, 15.9 million passengers predicted for Eurostar trains in the year of opening. In 1995, the first full year real numbers were a little over 2.9 million, growing to 7.1 million in 2000, then fall back to 6.3 million in 2003. However, Eurostar also limited by the lack of a high-speed connection on the British side. After the completion of 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 traffic through the Channel-Tunnel, an increase of 10% over the previous year, Despite the limitations of traffic due to Channel Tunnel fire of 2008.
Year
Passengers …
by [Eurostar to]
(Actual Sales ticket)
Eurotunnel Shuttle passenger
(Dear, millions)
Total
(Estimated, million)
1994
~ 100,000
0.2
0.3
1995
2920309
4.4
7.3
1996
4.99501 million
7.9
12.9
1997
6004268
8.6
14.6
1998
6307849
12.1
18.4
1999
6593247
11.0
17.6
2000
7130417
9.9
17.0
2001
6947135
9.4
16.3
2002
6602817
8.6
15.2
2003
6314795
8.6
14.9
2004
7276675
7.8
15.1
2005
7454497
8.2
15.7
2006
7858337
7.8
15.7
2007
8.26098 million
7.9
16.2
2008
9113371
7.0
16.1
Only passengers on Eurostar to cross the Channel
Freight traffic volumes
Cross-tunnel of the freight traffic volumes have been erratic, with a decrease in it due to a 1997 closure caused by a fire on a ferry load. The total cargo crossings increased in the period, indicating the possibility of replacing the tunnel on the shipping routes. The tunnel has a transport freight through the Channel traffic market share close to or above 1980 Eurotunnel, but predictions of Eurotunnel 1990 and 1994 predictions are overestimates.
For goods transported by freight trains, the first year load forecast was 7.2 million gross tons, however, the figure 1995 was 1.3 million gross tons. Through the freight volume in 1998 reached 3.1 million tonnes. However, existing problems, this figure dropped to 1.21 million tons in 2007, rising again slightly to 1.24 million tonnes in 2008.
But along with that carried out on buses of goods, the cargo traffic growth has occurred since its opening, with 6.4 million tonnes carried in 1995, 18.4 million tonnes in 2003 and 19.6 million tons in 2007.
Year
Cargo …
through freight trains
(Actual tons)
by Eurotunnel Trucks Buses
(Estimated in millions of tons)
Total
(Estimated in millions of tons)
1994
0
0.8
0.8
1995
1349802
5.1
6.4
1996
2783774
6.7
9.5
1997
2925171
3.3
6.2
1998
3141438
9.2
12.3
1999
2865251
10.9
13.8
2000
2947385
14.7
17.6
2001
2447432
15.6
18.0
2002
1.46358 million
15.6
17.1
2003
1743686
16.7
18.4
2004
1889175
16.6
18.5
2005
1.58779 million
17.0
18.6
2006
1569429
16.9
18.5
2007
1213647
18.4
19.6
2008
~ 1.24 million [B]
14.2
15.4
Of B in October 2007, Eurotunnel bills through Railfreight by trains instead of a ton.
Eurotunnel freight subsidiary is Europorte 2. In September 2006, early warning systems, the UK's largest rail freight operator, announced that due to the cessation of government subsidies in the United Kingdom and France of 52 million per year to cover the Channel Tunnel "minimum user charge" (A subsidy of around 13,000 by train, a traffic level of 4,000 trains per year), freight trains will stop working after 30 November.
Economic Performance
Eurotunnel shares were 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, during the demonstration run in October 1994, the share price reached a low value of all times. Eurotunnel suspended payment of its debt in September 1995 to avoid bankruptcy. In December 1997 the British and French governments to grant extended Eurotunnel operating for 34 years to 2086. Eurotunnel's financial restructuring took place in mid-1998, reducing debt and financial expenses. Despite the restructuring The Economist magazine reported in 1998 that the equilibrium point Eurotunnel would have to increase fares, traffic and market share for sustainability. An analysis cost-benefit of the Channel Tunnel said it had little impact on the economy in general and few developments associated with the project, and that the British economy would have been better if the tunnel was not built.
Under the terms of the concession, Eurotunnel was obliged to investigate a road tunnel through the Canal. In December 1999 the tunnel road and rail proposals were presented to the British and French governments, but stressed that there was no sufficient demand for a second tunnel. A tripartite treaty between the United Kingdom, France and Belgium regulates border controls, with the establishment of control areas where officers of the other nation may exercise limited powers of customs and public order. For most purposes these are at both ends of the tunnel, border controls to France on the British side of the tunnel, and vice versa. For certain trains from city to city, the train itself is a control area. An emergency plan binational coordinates the activities of the United Kingdom and France of an emergency.
In 1999, Eurostar recorded its first net profit, after having made a loss of 925 1995.
Terminals
A Peugeot 807 into a transport wagon in the French terminal at Coquelles near Calais in northern France
The terminals are sites in Cheriton (Folkestone, UK) and Coquelles (Calais, France). The terminals are unique facilities designed for the transfer of highway vehicles on trains at a rate of 700 cars and 113 heavy vehicles per hour. The site of the United Kingdom uses the M20 motorway. The terminals are organized with the juxtaposed border controls entering the system to allow travelers to join the motorway in the country of destination immediately after leaving the ferry. The site area of the United Kingdom was severely limited and the design was a challenge. The French design is more easily achieved. To achieve design output, ferries accept cars double deck, flexibility, ramps were placed inside the shuttle for easy access to upper floors. In Folkestone is 20 kilometers (12 miles) of track Turnout of 45 main and eight platforms. In Calais, there are 30 kilometers (19 miles) of track with 44 deviations. In the terminals of the shuttle trains run across an eight to reduce uneven wear on the wheels.
Regional impacts
A 1996 report of the European Union Commission proposes that Kent and Nord-Pas de Calais had to face an increase the volume of traffic due to the overall growth of traffic through the canal and traffic attracted to the tunnel. In Kent, a high-speed train line to London would transfer traffic from road to rail. Kent regional development would benefit from the tunnel, but being so near London restrict the benefits. The gains are in the traditional industries and are highly dependent on the development of the Ashford International station passengers, which would be totally dependent Kent the expansion of London. Nord-Pas-de-Calais has a strong symbolic effect inside the tunnel that leads to significant increases in manufacturing.
The elimination of a bottleneck through, as the Channel Tunnel will not necessarily lead to economic gains in all adjacent regions, the image of a region connect to the European high-speed transportation and active policy response are most important to regional economic development. Tunnel-induced regional development is small compared with overall economic growth. The southeast of England is likely to benefit social development and the transport faster and cheap continental Europe, but the benefits are unlikely to be distributed equally throughout the region. The overall environmental impact 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 developments to the tunnel. It is postulated that the British economy have been better without the costs of the construction project, both Eurotunnel and Eurostar, heavily involved in business the construction of the Channel Tunnel and operation, have had to resort to large amounts of government aid to cope with debts totaled. Eurotunnel has been described like being in a serious situation.
Incidents
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Fire
Main articles: 1996 tunnel fire Channel and Channel Tunnel Fire 2008
There have been three fires in the Channel Tunnel were significant enough to close the vehicle tunnelll heavy (truck) shuttlesnd other minor incidents.
During an invitation-only "testing phase on December 9, 1994, a fire in Ford Escort car while its owner had been for loading into the upper deck of a tour bus. The fire started about 10:00 with train stops at the terminal in Folkestone and was extinguished about 40 minutes later, without injury to passengers.
On November 18, 1996 a fire in a transport wagon heavy goods vehicles in the tunnel, but nobody was seriously injured. The exact cause is unknown, although it was a team of Eurotunnel or material problem stock, as it could have been due to a heavy vehicle arson. It is estimated that the heart of the fire reached 1,000 C (1,800 F), with the damaged tunnel seriously more than 46 meters (151 feet), with about 500 meters (1,640 feet) were affected to some extent. Full operation resumed six months after the fire.
The tunnel was closed for several hours on August 21, 2006, when a truck at a truck shuttle train caught fire. On September 11, 2008, a fire occurred in the Channel Tunnel at 13:57 GMT. The incident began on a freight train of vehicles traveling to France. The incident occurred 11 kilometers (6.8 miles) from the French tunnel entrance. Nobody died, but several people were taken to hospitals suffering from smoke inhalation and minor cuts and bruises. The tunnel was closed to traffic, with a good south tunnel reopened limited services two days later. Full service resumed on February 9, 2009 after repairs cost 60 million.
Rail failures
On the night of 19/20 February 1996, some 1,000 passengers were trapped in the Channel Tunnel when two British Rail Class 373 Eurostar train bound for the continent was broken due to electronic failures caused by snow and ice.
On August 3, 2007 a power failure lasting six hours caused to passengers trapped in the tunnel in a Eurotunnelshuttle crossing.
On the night of December 18, 2009, during the December 2009 European snow, five trains bound to London Eurostar services provided within the tunnel, trapping some 2,000 passengers in the tunnel during the night. The large number of trains does not mean that the two tunnels movement were blocked. Five Class 373 trains had departed from Brussels and Paris and cold temperatures found in northern France, the coldest for eight years. A Eurotunnel spokesman said the problem had arisen because of "snow in August in France, who had evaded the 'shields winterisation" designed to stop snow getting into the electrical system. The court must then by the transition from cold air in France in the warm atmosphere inside the tunnel. Four of the trains was not carrying passengers, the fifth is empty, a train from Brussels had been converted back to Brussels before reaching the tunnel. Two trains were taken out of the tunnel using diesel Eurotunnel Class 0001. The blockade of the Channel Tunnel led to the implementation of Operation Stack, the transformation of the M20 motorway in a linear park.
The trouble began around 21:00, with Kent Fire Brigade were alerted at 21:46. Travel of the participants took between eleven and sixteen hours. The snow that had accumulated on the trains then melted in the heat of the tunnel, the water cause electrical failures. Of the five Class 373 trains and two were returned:
18:59 Brusselsondon (9157), and drag to London St Pancras by a diesel locomotive from Eurotunnel. Delay of 3 hours 49 minutes.
18:43 Parisondon (9053), 700 passengers evacuated through a service tunnel Eurotunnel shuttle train in the tunnel vacuum in running. The Passenger taken to Ashford International railway station, conventional trains to London. Last Minute in London for 12 hours, arriving at 08:00 am next.
19:13 Parisondon (9055) Along with adjacent Eurostar 20:13 behind and dragged by the diesel locomotive, then went to London. Folkestone towed and picked up passengers from 20:13 to Paris behind him.
19:37 Disneylandondon (9057), 664 evacuated through a service tunnel shuttle train Eurotunnel in the empty tunnel front running and led by France.
20:13 Parisondon (9059) Along with the 19:13 Eurostar trains adjacent to the front, passengers transferred to the 19:13 train to London or previous trip taken by Folkestone and five coaches transported by road to London.
20:29 Brusselsondon (9163), held in Calais turned back to Brussels before reaching the Channel Tunnel.
21:13 Parisondon (9063), held in Calais and then returned to Paris before reaching the Channel Tunnel.
The occasion was the first time in fifteen years that the Eurostar train was evacuated inside the tunnel, the default while four were described as "unprecedented." The Channel Tunnel reopened at 05:40 CET the next day.
The next night, the December 19, 2009, an extra Eurostar service from Paris collapsed. The train successfully negotiated the Channel Tunnel itself, then broke outside. A second train was sent to tow the first to London, but not at 18:25 when he tried to carry up a steep slope across Thurrock viaduct on the outskirts of London. The Eurostar passenger services restarted on 22 December 2009.
Niranjan Deva, MEP South East of England, has called on the Eurostar, Richard Brown, president executive to resign over the incidents.
Another Class 373 units in service in the tunnel broke Brusselsondon the January 7, 2010. The train had 236 passengers on board was towed Ashford, other trains that had not yet reached the tunnel was driven back.
An independent report on 18 / December 19 2009 incidents was issued on February 12, 2010. The report was compiled by Christopher Garnett (former CEO of Great North Eastern Railway) and Claude Gressier (an expert on French transport) and made 21 recommendations.
Asylum and immigration
Potential immigrants and asylum seekers have been known to use the tunnel to try to enter Britain. In 1997 the problem had already attracted the attention of the international press, and the French Red Cross opened a refugee center in Sangatte in 1999, with a store were used for the construction of tunnels, for 2002, it housed 1,500 people at a time, most of them trying to reach the United Kingdom. At one point, a large number of Afghanistan, Iraq and Iran, but African and Eastern European countries are also represented.
Most migrants who got into Great Britain found a way to ride a freight train, but others use Eurostar. While the facilities were fenced, airtight security was deemed impossible refugees even go to the bridges on the trains. Incidents that several people were injured during the crossing, other engineered railway equipment, causing delays and requiring repairs. Eurotunnel said it was losing 5m per month for the problem. A dozen refugees have died crossing attempts.
In 2001 and 2002, several riots broke out at Sangatte and groups of refugees (up to 550 in December 1, 2001 incident) stormed the fence and attempted to enter mass. Immigrants have also arrived as legitimate Eurostar passengers without proper entry papers.
Local authorities in both France and the United Kingdom called for the closure of Sangatte, and Eurotunnel twice requested a injunction against the center. Britain blamed France for allowing the opening of Sangatte, France and blamed the UK for its lax rules and EU asylum not have a uniform immigration policy. The cause of the problem clbre nature even including journalists were arrested while refugees in the railway property.
In 2002, after the European Commission said that France was in violation of European standards of the European Union on the free transfer of assets, due to delays and closures, as a result of poor security, a double fence, built at a cost of 5 million, which reduces the number of refugees detected each week reaching Britain in freight trains from 250 to almost none. Other measures include CCTV cameras and police patrols increased. In late 2002, the center of Sangatte was closed after the United Kingdom agreed to take some of the refugees.
See also: search for a country
Security
The service tunnel is used for access to the technical teams in cross passages and the engine room, to provide fresh air ventilation and emergency evacuation. The service tunnel transport system (STTS) allows quick access to all areas of the tunnel. The service vehicles are on tires with a wire guidance system buried. Twenty-four STTS vehicles were made, and are mainly used for maintenance, but also for fire fighting and emergency situations. "Pods" with a different objective, to a payload of 2.55 t (2.85.5 tons), are inserted into the side of vehicles. The STTS vehicles can not turn around inside the tunnel and are driven from either end. The maximum speed is 80 km / h (50 mph) when the address is blocked. A fleet of less than fifteen light-duty vehicles tunnel (LADOGS) were introduced to complement the STTSs. The LADOGS have a short wheelbase with a 3.4 m (11 ft) of rotation that allows two points becomes the service tunnel. Government can not be blocked as STTS vehicles, and a top speed of 50 kmh (31 mph). Pods of up to 1 ton can be loaded into the back vehicles. Drivers sit in the tunnel to the right, and vehicles driven on the left. Because of the risk of train crews in native French right side of the road sensors on vehicles warning the driver if the vehicle deviates to the right side of the tunnel.
The three tunnels containing 6,000 tonnes (6,600 tons) of air that needs to be conditioned for the comfort and safety. The air is supplied ventilation buildings Shakespeare Cliff and Sangatte with each full rights structure capable of providing 100% capacity on standby. There is also extra ventilation on both sides of the tunnel. In the case of a fire, ventilation is used to keep smoke out of the service tunnel and move in a direction of smoke in the main tunnel to provide passengers with clean air. The tunnel Spot was the first main line railway tunnel have a special cooling equipment. Heat is generated by the traction equipment and drag. The design limit was set at 30 C (86 F), using a mechanical cooling system in refrigeration in English and French sides running cold water circulating in the tubes inside the tunnel.
The trains travel at high speed piston of the pressure to create changes that can affect the comfort of passengers, ventilation, the tunnel doors, fans and the structure of the trains, and drag on the trains. Piston relief ducts of 2-meters (7 feet) diameter were chosen to solve the problem, with four channels per kilometer to give near optimal results. Unfortunately this design was to lateral forces unacceptable on trains as a reduction in train speed was necessary and limiters were installed in the ducts.
The issue of security of a fire on a ferry passenger-vehicle received much attention, with Eurotunnel is noted that fire risk was gathered the most attention in a 1994 security issue for three reasons: the ferry operators opposed the passengers are allowed to stay with their cars; Ministry statistics indicate that vehicle fires has doubled in ten years, and the great length of the tunnel. Eurotunnel asked the Fire Research Station in the UK to provide reports of vehicle fires and liaison with the Kent Fire Department to collect statistics on vehicle fires in a year. Fire tests took place in the French Establishment Research Mines with a wagon model used to investigate how the cars burned. The wagon door systems are designed to withstand the fire inside the car for 30 minutes longer than the transit time of 27 minutes. Wagon air conditioners help to purify the dangerous gases from inside the car before travel. Each car has a fire detection and extinguishing system, with detection of ions or ultraviolet radiation, smoke and gases that can trigger halon gas to extinguish a fire. Since the products on heavy goods vehicles (HGV) wagons are not covered, fire sensors are in the boxcar and the tunnel itself. A 10-inch (250 mm) water main in the service tunnel provides water to the main tunnels 125 meters (410 feet) intervals. The system Ventilation can control the movement of smoke. Turnout Special arrival there to accept a train is on fire, while the train was not allowed to leave while the fire in the tunnel. Eurotunnel has banned a wide range of dangerous goods travel in the tunnel. Two fire fighting vehicles with pods of STTS service at all times, with a maximum delay of 10 minutes before reaching a train on fire.
See also
British Rail Class 373
Ireland tunnel Sea
Korea-Japan undersea tunnel
Train List megaprojects
Samphire hoe
Notes
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Ab ^ Reynolds, Christopher (19 May 1996). "Seven Wonders of the World: The Modern List." The Plain Dealer.
^ Ab Whiteside p. 17
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ABCDEFGHIJ ^ Wilson pp. 1421
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 on July 19, 2009.
^ "Sangatte refugee camp." The Guardian. http://www.guardian.co.uk/uk/2002/may/23/immigration.immigrationandpublicservices1. Retrieved 19 July 2009).
^ "Subterranea Britannica: Channel – 1880 attempt." subbrit.org. http://www.subbrit.org.uk/sb-sites/sites/c/channel_tunnel_1880_attempt/index.shtml. Retrieved on July 19, 2009.
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^ Gladstone, William (1902). AW Hutton & Cohen HJ. ed. The speeches of the Hon. WE Gladstone's Home Rule Government, Criminal Law, Welsh and Irish, the national debt and the reign of the Queen. Speeches and statements Honorable Public. WE Gladstone, MP. X. London: Methuen and Company.
^ Pp Kirkland. 1011
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^ 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 on July 19, 2009.
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Kirkland p. ^ 13
^ Institution of Civil Engineers p. 208
^ Flyvbjerg et al. p. 51
^ Harris, CS et al., Ed (1996). Engineering Geology of the Channel Tunnel. London: Thomas Telford. p. 57. ISBN 0727720457.
^ Abc Kirkland pp. 2150
Kirkland Pp ^ abc. 2226
Abcd ^ Kirkland pp. 63 128
^ Wilson p. 38
Kirkland p. ^ 29
^ Wilson p. 44
Pp ^ Kirkland. 117 128
^ Pierre-Jean Pompey. "Channel: the construction of the tunnel." pagesperso-orange.fr. http://pagesperso-orange.fr/batisseurs-tunnel/3tunnels.pdf. Retrieved on July 19, 2009.
Pp ^ Kirkland. 129 132
Pp ^ Kirkland. 134 148
Ab ^ Article: electric railway traction August 9, 2009
^ Pp Kirkland. 149 155
^ Article "From Eurotunnel # Betrieb August 9, 2009
^ ab Kirkland pp. 157 174
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^ "It allowed through Deutsche Bahn chunnel." News of Austin. 16 December 2009. http://www.austinnews.net/story/578370. Retrieved on December 20, 2009.
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^ "Channel Tunnel fire escape." Sky News. September 11, 2008. Http: / / news.sky.com/skynews/Home/UK-News/Channel-Tunnel-Closed-Due-To-A-Fire/Article/200809215097705? Lpos = UK + cap = & News_0 closed tunnel ARTICLE_15097705_Channel + + + + + + Due to a fire. Retrieved on March 9, 2009.
^ "Eurotunnel completely open to traffic. "Eurotunnel.com. http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcMediaCentre/ukcNewsReleases/ukcNews2009/ukcFebruary2009/ukpPr0902Eurotunnel-back-to-full-capacity.htm. Retrieved on January 14, 2010.
^ Wolmar, Christian (February 22, 1996). "Wrong type of snow in the tunnel of …". The Independent. http://www.independent.co.uk/news/wrong-kind-of-snow-in-tunnel-1320248.html. Retrieved on December 21, 2009.
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Abc ^ "Eurostar severe weather brings an end to everything." Sky News. December 19, 2009. http://news.sky.com/skynews/Home/UK-News/Eurostar-Says-All-Scheduled-Services-Tomorrow-Have-Been-Cancelled/Article/200912315504284. Retrieved on December 19, 2009.
Eurostar ^ culpa 'August' snow chaos Weekend December 9 times 21
^ Eurostar trains canceled on Snow – Press Association (December 21, 2009)
^ Cole, Rob (December 18, 2009). "'Nightmare' More For passengers who remain." 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/ 20 091 … About the Author

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