How the Channel Tunnel Was Built and Designed Updated December 04, 2015. What Is the Channel Tunnel? The Channel Tunnel, often called the Chunnel, is a railway tunnel that lies underneath the water of the English Channel and connects the island of Great Britain with mainland France. The Channel Tunnel , completed in 1994, is considered one of the most amazing engineering feats of the 20th century. Dates: Officially opened on May 6, 1994 Also Known As: The Chunnel, the Euro Tunnel Overview of the Channel Tunnel: For centuries, crossing the English Channel via boat or ferry had been considered a miserable task. The often inclement weather and choppy water could make even the most seasoned traveler seasick. It is perhaps not surprising then that as early as 1802 plans were being made for an alternate route across the English Channel. Early Plans This first plan, made by French engineer Albert Mathieu Favier, called for a tunnel to be dug under the water of the English Channel. This tunnel was to be large enough for horse-drawn carriages to travel through.

continue reading below our video 10 Best Universities in the United States Although Favier was able to get the backing of French leader Napoleon Bonaparte , the British rejected Favier's plan. (The British feared, perhaps correctly, that Napoleon wanted to build the tunnel in order to invade England.) Over the next two centuries, others created plans to connect Great Britain with France. Despite progress made on a number of these plans, including actual drilling, they all eventually fell through. Sometimes the reason was political discord, other times is was financial problems. Still other times it was Britain's fear of invasion. All of these factors had to be solved before the Channel Tunnel could be built. A Contest In 1984, French president Francois Mitterrand and British Prime Minister Margaret Thatcher jointly agreed that a link across the English Channel would be mutually beneficial. However, both governments realized that although the project would create much needed jobs, neither country's government could fund such a massive project. Thus, they decided to hold a contest. This contest invited companies to submit their plans to create a link across the English Channel.

As part of the contest's requirements, the submitting company was to provide a plan to raise the needed funds to build the project, have the ability to operate the proposed Channel link once the project was completed, and the proposed link must be able to endure for at least 120 years. Ten proposals were submitted, including various tunnels and bridges. Some of the proposals were so outlandish in design that they were easily dismissed; others would be so expensive that they were unlikely to ever be completed. The proposal that was accepted was the plan for the Channel Tunnel, submitted by the Balfour Beatty Construction Company (this later became Transmanche Link). The Design for the Channel Tunnels The Channel Tunnel was to be made up of two, parallel railway tunnels that would be dug under the English Channel. Between these two railway tunnels would run a third, smaller tunnel that would be used for maintenance, including drainage pipes, communication cables, drainage pipes, etc. Each of the trains that would run through the Chunnel would be able to hold cars and trucks. This would enable personal vehicles to go through the Channel Tunnel without having individual drivers face such a long, underground drive. The plan was expected to cost $3.6 billion.

Getting Started Just getting started on the Channel Tunnel was a monumental task. Funds had to be raised (over 50 large banks gave loans), experienced engineers had to be found, 13,000 skilled and unskilled workers had to be hired and housed, and special tunnel boring machines had to be designed and built. As these things were getting done, the designers had to determine exactly where the tunnel was to be dug. Specifically, the geology of the bottom of the English Channel had to be carefully examined. It was determined that although the bottom was made of a thick layer of chalk, the Lower Chalk layer, made up of chalk marl, would be the easiest to bore through. Building the Channel Tunnel The digging of the Channel Tunnel began simultaneously from the British and the French coasts, with the finished tunnel meeting in the middle. On the British side, the digging began near Shakespeare Cliff outside of Dover; the French side began near the village of Sangatte. The digging was done by huge tunnel boring machines, known as TBMs, which cut through the chalk, collected the debris, and transported the debris behind it using conveyor belts.

Then this debris, known as spoil, would be would be hauled up to the surface via railroad wagons (British side) or mixed with water and pumped out through a pipeline (French side). As the TBMs bore through the chalk, the sides of the newly dug tunnel had to be lined with concrete. This concrete lining was to help the tunnel withstand the intense pressure from above as well as to help waterproof the tunnel. Connecting the Tunnels One of the most difficult tasks on the Channel Tunnel project was making sure that both the British side of the tunnel and the French side actually met up in the middle. Special lasers and surveying equipment was used; however, with such a large project, no one was sure it would actually work. Since the service tunnel was the first to be dug, it was the joining of the two sides of this tunnel that caused the most fanfare. On December 1, 1990, the meeting of the two sides was officially celebrated. Two workers, one British (Graham Fagg) and one French (Philippe Cozette), were chosen by lottery to be the first to shake hands through the opening. After them, hundreds of workers crossed to the other side in celebration of this amazing achievement.

For the first time in history, Great Britain and France were connected. Finishing the Channel Tunnel Although the meeting of the two sides of the service tunnel was a cause of great celebration, it certainly wasn't the end of the Channel Tunnel building project. Both the British and the French kept digging. The two sides met in the northern running tunnel on May 22, 1991 and then only a month later, the two sides met in the middle of the southern running tunnel on June 28, 1991. That too wasn't the end of the Chunnel construction . Crossover tunnels, land tunnels from the coast to the terminals, piston relief ducts, electrical systems, fireproof doors, the ventilation system, and train tracks all had to be added. Also, large train terminals had to be built at Folkestone in Great Britain and Coquelles in France. The Channel Tunnel Opens On December 10, 1993, the first test run was completed through the entire Channel Tunnel. After additional fine tuning, the Channel Tunnel officially opened on May 6, 1994.

After six years of construction and $15 billion spent (some sources say upwards of $21 billion), the Channel Tunnel was finally complete. Channel Tunnel Channel Tunnel Channel Tunnel What is the Channel Tunnel? The Channel Tunnel, also known as 'Euro-tunnel' (or 'Chunnel'), is a series of three tunnels (two carrying, one service tunnel) linking the southern coast of England near Folkestone to the northern coast of France outside Calais. The tunnels are 50km long, with an undersea section of 39 km, making it the longest undersea tunnel system in the world. The Euro-tunnel project was privately financed and continues to be privately operated. The estimated £4.9 billion total cost of the tunnel turned out to be a serious miscalculation, as the cost ballooned to almost £12 billion by the time it opened in 1994, more than double the original estimates. Background The idea of a Channel Tunnel was first explored by French mining engineer, Albert Mathieu, who formulated early designs for Napoleon in 1802.

The first attempt to make a cross channel link was in 1880 when the Beaumont and English tunnel boring machine began digging undersea tunnels on both sides of the Channel. But the British military became increasingly concerned about national security and the project was abandoned with no further attempts being made for almost a century. In 1974 work began again on the tunnel, but had to be abandoned shortly afterwards due to financial problems. Following announcements in 1981 by the French and British governments that a cross-channel link would be explored, private companies were asked to tender for contracts to construct and operate the tunnel link. In early 1986, Margaret Thatcher and Francois Mitterrand announced that contracts had been finalised and work finally began in mid 1986. The two tunnels met on December 1, 1990. Laser-guided surveying techniques meant there was an error margin of just 2 cm. However, there were then delays, disputes and spiralling costs until the project's completion in 1994. Controversies Much of the original construction of the tunnels was controversial, mainly because the budget was exceeded by many billions of pounds.

The Channel Tunnel also highlighted the shortcomings of the British rail network: Eurostar trains were able to run at speeds of up to 186 mph in France, but they had to travel much more slowly on English rail tracks. The Government authorised a Channel Tunnel Rail Link project to overcome this problem, which in turn attracted widespread controversy over the route to be followed. In July 2003, a Eurostar train broke the record for the fastest train in the UK, reaching 208 mph during safety testing of Section One of the new Channel Tunnel Rail Link. This section was completed ahead of schedule in December 2003. However, plans to extend the routes followed by trains using the Channel Tunnel have been slow to get off the ground. In the late 1990s, a new problem arose. Illegal immigrants were using the tunnel for clandestine passage into the UK from centres in northern France and most notably from Sangatte, where the tunnel opens. A few attempted to walk through the Tunnel or cling to the trains themselves, but most tried to hide in freight containers or trucks using the tunnel. Sangatte has since closed, considerably reducing the use of the Tunnel for illegal immigration.

More recently, the reputation of Eurostar trains was tarnished somewhat in December 2009 when five trains travelling to the UK from Brussels, Paris and Marne-la-Vallée (Disneyland Paris) broke down in the Channel Tunnel. Over 2000 passengers, including babies and children, were trapped for several hours without food, water, or any information about what was happening. Heavy snowfall was said to be the root cause of the problem. As the trains left the cold air and entered the warm tunnel, the change in humidity caused the electrical systems to fail. An independent review, carried out by former GNER chief executive Christopher Garnett and French transport expert Claude Gressier, published in February 2010, concluded that Eurostar had no plan in place to deal with such a scale of disruption or to help passengers caught up in the delays. The report made 21 recommendations in three key areas: train reliability; evacuation and rescue; and managing disruption and improving communication. The recommendations should be taken on board and implemented principally by Eurostar, and where relevant by Eurotunnel, or by Eurostar, the report said.

Those of a safety nature would need to be monitored ultimately by the Channel Tunnel Intergovernmental Commission. Another possible controversial issue for those annoyed by mobile phone use on trains is the decision, announced by Eurotunnel in March 2012, to install a mobile telephone service in the Channel Tunnel for the 2012 Olympic Games. Eurotunnel chairman and chief excutive Jacques Gounon, however, had no doubts about the decision. "The vital link between the UK and France, is proud to commit to this investment which will enable the connection of peoples, nations and cultures in this time of instant communications", he said. "Eurotunnel is sure that enabling mobile communications from below the waves will be an attraction for many customers.” Statistics Eurotunnel, in partnership with the French mobile operators (Bouygues Telecom, Orange SFR and Free),will install a 2G (GSM 900,DCS1800) and 3G (UMTS 2100) GSM-P telephone system which will allow Le Shuttle and high speed passenger train customers to use their mobile telephones inside the Channel Tunnel.

Offering a wi-fi service 100 metres below sea level, to the almost 20 million customers who travel through the 53km of the Channel Tunnel every year is a world first. Installation cost - €14 million,. Source: Eurotunnel – March 2012 The Group’s consolidated accounts for the 2011 financial year show a net result for the 2011 financial year to be a profit of €11 million (2010: loss of €58 million). Revenue for 2011 increased markedly (+16%) to €845 million. After restatement for inclusion of GBRf’s revenues of €28 million for the first five months of 2010 - this subsidiary having joined the Group at the end of May that year - the consolidated revenue for the Group for 2011 nevertheless increased by 11% (€87 million), as a result of growth in activity for both the Fixed Link and Europorte (€54 million and €33 million respectively). In 2011 almost 19 million people and approximately 17.7 million tonnes of freight crossed the Channel using the Tunnel.

There was a 2% increase in the number of Eurostar passengers to nearly 9.7 million in 2011. Source: Eurotunnel – March 2012 Quotes “In 2011, the Eurotunnel Group made a clear profit and generated significant cash flows despite the uncertain economic climate. The outlook is positive." Jacques Gounon, Chairman and Chief Executive Officer of Groupe Eurotunnel SA - February 2012 3,500 migrants try to enter Channel Tunnel in France - CNN.com Eurotunnel says 37,000 migrants have tried to cross through the Channel Tunnel this year Since June 1, eight migrants have died trying to get across, a French official says (CNN) In just the past two days, 3,500 migrants have tried to cross the Channel Tunnel between France and the United Kingdom -- a dangerous breach that has paralyzed traffic and resulted in at least one death, officials said. The tunnel, also known as the Chunnel, runs 50 kilometers (31 miles) from a point near Calais, in northern France, to Folkestone, in southeastern England.

On Tuesday night, 1,500 migrants tried to enter the Channel Tunnel, operator Eurotunnel said. It said its teams found a corpse, which French state radio said is the body of a Sudanese migrant. And overnight Monday, 2,000 migrants tried to enter the Channel Tunnel through the French terminal near Calais, Eurotunnel said. Some of those migrants were injured, Eurotunnel France spokeswoman Cecile Carreras said. French authorities and Eurotunnel personnel were able to enter the tunnel and intervene. Read More Cutting through fences Calais police Officer Gilles Debove told French state radio that "2,000 migrants didn't arrive just like that." "We can't possibly imagine it's a wave of 2,000 migrants," Debove said. "Let us be clear: Those are 2,000 intrusions on the site. To compare, about three weeks ago, it was around 500." Debove said about 1,000 migrants had been waiting around the Eurotunnel site and had repeatedly cut fences. Eight recent deaths Calais has long been a gathering place for migrants trying to find a way into the UK.

This year alone, Eurotunnel has intercepted 37,000 migrants, the operator said. And the attempted journey has been deadly. Last Friday, a 23-year-old Eritrean woman died after being hit by a car as she was trying to cross into the UK, said Gaetan Genel, a spokesman for France's Nord Pas de Calais region. The woman was the eighth migrant to die since June 1, Genel said. Since her death, Pas de Calais administrator Fabienne Buccio announced new safety measures involving the Chunnel. "The authorities will now work with migrants to inform them about the potential dangers they could face on the A16," Genel said, referring to the road leading to the tunnel. "They need to be aware that they are putting their lives in danger." Genel said Buccio also asked authorities to continue installing barriers and to add lighting, which would allow drivers to see when migrants try to jump onto their trucks at night.

An international problem British Home Secretary Theresa May said France and Great Britain agreed to work together "to return migrants, particularly to West Africa, to ensure that people see that making this journey does not lead to them coming to Europe and being able to settle in Europe." She said both countries have invested heavily in tunnel security. "In Calais, the French government has already been pushing in for extra resources and extra police resources," May said. "And the UK government will be pushing up to 17 million pounds ($26.5 million) more to ensure the security of the Eurotunnel." British Prime Minister David Cameron said such security measures include added fencing. He also acknowledged the massive disruption in traffic because of the flood of migrants. "I have every sympathy with holiday makers who are finding access to Calais difficult because of the disturbances there," he said Wednesday. "We will do everything that we can to work with the French and bring these things to a conclusion." But French Interior Minister Bernard Cazeneuve said the problem extends beyond France and Britain. "If we want to solve this problem in Calais, if we want to prevent the networks of smugglers from driving vulnerable men, women and kids to Calais, we need to work on this problem in its origin," he said.

"We need to work on this from the migrants' countries of origin and follow their path which leads to the European territory." CNN's Carol Jordan, Frederik Pleitgen, Noisette Martel and Marilia Brocchetto contributed to this report. Channel Tunnel Channel Tunnel Le tunnel sous la Manche Map of the Channel Tunnel Info Yes The British terminal at Cheriton in west Folkestone, from the Pilgrims' Way. The Channel Tunnel ( French : le tunnel sous la Manche), also known as Chunnel or Eurotunnel is a 50.450 km (31.35 mi) long rail tunnel beneath the English Channel at the Strait of Dover, connecting Folkestone, Kent in England () to Coquelles near Calais in northern France (). The "tunnel" consists of three separate tunnels; two 7.6m diameter single track, single direction rail tunnels which are 30m apart and one 4.8m diameter service tunnel between them. It was a megaproject with several false starts, but it was finally completed in 1994.

It is the second-longest rail tunnel in the world, with the Seikan Tunnel in Japan being longer, but the undersea section of the Channel Tunnel, at 37.9 km (23.55 mi), is the longest undersea tunnel in the world. The American Society of Civil Engineers has declared the tunnel to be one of the Seven Wonders of the Modern World. Historical proposals for, and attempts to start, a tunnel A link between Great Britain and mainland Europe had been proposed on many occasions. 1802 Albert Mathieu-Favier, a French engineer, put forward a proposal for a tunnel. Passengers would travel through the tunnel in horse-drawn coaches, the road would be lit by oil lamps and a mid-tunnel junction at the Varne Bank would have provided a fresh-air respite for the horses. The cost was estimated at one million pounds. 1857 Aimé Thomé de Gamond presented an elaborate study to Napoleon III, Emperor of the French, proposing a rail tunnel from Dover to Cap Gris Nez via a mid-channel port/airshaft on the Varne sandbank. The cost was calculated at 170 million francs, or rather less than 7 million pounds sterling.

1865 George Ward Hunt proposed the idea of a tunnel to the Chancellor of the Exchequer, William Ewart Gladstone . 1868 Lord Granville declared the support of the British Government for the proposed tunnel. 1875 Peter William Barlow, who had worked extensively on the world's first underground railway , suggested a floating steel tube across the Channel. The idea was rejected. French & British Parliamentary bills passed to build the tunnel. Insufficient funds were raised and the concession ran out a year later. 1876 Extensive geological survey carried out; French sink two shafts. 1880 The South Eastern Railway (SER) arranges trial borings on the British side. 1881 Patented (Beaumont) boring machine drives a tunnel 820 m (897 yards) parallel to cliffs on the British side. Work begins by SER on Channel Tunnel; again insufficient funds. Submarine Continental Railway Company set up. 1882 Rival Channel Tunnel Company causes a rift in proceedings; adverse comments by media and an influential group (including Robert Browning and Alfred Lord Tennyson).

Eventually work was halted by the Board of Trade because of military objections: the ease with which invaders could attack from the Continent was cited. 1922 Workers started boring a tunnel from below the chalk cliffs between Folkestone and Dover : after 128 m (400 ft) of tunnel had been completed, political objections again brought the project to an end. After World War II the concept of the tunnel began to receive serious attention. 1955 Britain ceases its opposition to a Channel Tunnel on military grounds. 1974-1975 Following Britain's entry into the Common Market , another attempt was made to construct a tunnel by the British and French governments. Trial borings were made on both sides. However, a financial crisis meant that the British Prime Minister Harold Wilson cancelled the project as an economy measure. The work of the Channel Planning In 1957 the Tunnel sous la Manche Study Group was formed. It reported in 1960 and recommended two main railway tunnels and a smaller service tunnel. The project was launched in 1973 but folded due to financial problems in 1975 after the construction of a 250 m (820 ft) test tunnel.

According to Secretary of State for the Environment Anthony Crosland the immediate reason was that the two Channel Tunnel companies had given notice of abandonment to the Government because of excessive cost. In 1984 the idea was relaunched with a joint British and French government request for proposals to build a privately-funded link. There were four proposals: two rail tunnels, a road tunnel and a bridge. Of the four submissions received, the one most closely resembling the 1973 plan was chosen, and announced on 20 January 1986 . The Franco-British Channel Fixed Link Treaty was signed by the two governments in Canterbury , Kent on 12 February 1986 and ratified in 1987. The planned route of the tunnel took it from Calais to Folkestone (a route longer than the shortest possible crossing) and the tunnel follows a single chalk stratum, which meant the tunnel was deeper than the previous attempt. For much of its route the tunnel is nearly 40 m (130 ft) under the sea floor, with the southern section being deeper than the northern.

Construction Digging the tunnel took 13,000 workers over seven years, with tunnelling operations conducted simultaneously from both ends. The prime contractor for the construction was the Anglo-French TransManche Link (TML), a consortium of ten construction companies and five banks of the two countries. Engineers used large tunnel boring machines (TBMs). In all, eleven TBMs were used on the Channel tunnel: three French TBMs driving from Sangatte to under the Channel, one French TBM driving the service tunnel from Sangatte cofferdam to the French portal, one French TBM driving one running tunnel from Sangatte cofferdam to the French portal, then the other running tunnel from the French portal back to Sangatte cofferdam, three British TBMs driving from Shakespeare Cliff to the British portal, three British TBMs driving from Shakespeare Cliff to under the Channel. Completion Opening of the Channel Tunnel by Queen Elizabeth II and French President François Mitterrand. The British and French efforts, which had been guided by laser surveying methods, met first with the completion of the undersea service (access) tunnel. A small pilot hole broke through without ceremony on 30 October 1990 .

The difference in the centrelines of the two ends of the tunnel was surveyed as just 358 mm (14.1 inches) horizontally and 58 mm (2.3 inches) vertically. On December 1, 1990 the service tunnels broke through at the halfway point. TML carefully staged the break through for maximum effect: TML tunnellers Phillipe Cozette and Graham Fagg cut a heading between the two drives under the watchful eye of the media. With this event it became possible to walk on dry land from Great Britain to continental Europe for the first time since the end of the last ice age 8,500 years ago. The main rail tunnels met on May 22, 1991 and on June 28, 1991 , each accompanied by a breakthrough ceremony. When each pair of TBMs met, the French TBM was dismantled while the British one was diverted into the rock, concreted in place, and abandoned. The next few years were spent refining, equipping, and finishing the tunnels. In 1994 the Channel Tunnel was considered completed.

The tunnel was officially opened by Queen Elizabeth II and French President François Mitterrand in a ceremony held in Calais on 6 May 1994 . The Queen travelled through the tunnel to Calais on a Eurostar train which stopped nose to nose with the train which carried President Mitterrand from Paris. Following the ceremony President Mitterrand and the Queen travelled on Le Shuttle to a similar ceremony in Folkestone. In the end, almost 4 million m³ (5 million cubic yards) of chalk were excavated on the British side, much of which was dumped below Shakespeare Cliff near Folkestone to reclaim 0.36 km² (90 acres) of land from the sea. Called Samphire Hoe, the area is now a popular park. In all, 8 million m³ (10.5 million cubic yards) of soil were removed, at an average rate of 2,400 tonnes per hour. Ten workers were killed during the construction of the tunnel. Description The Channel Tunnel exhibit at the National Railway Museum in York , England . The exhibit shows a cross section of the Channel Tunnel and a Eurostar train.

The tunnel consists of three parallel tunnels running between the respective portals, or tunnel entrances, at either end. There are two rail tunnels, measuring 7.6 m (25 ft) in diameter and about 30 m (98 ft) apart, which carry trains north-west and south-east. Between the rail tunnels is a service tunnel, 4.8 m (16 ft) in diameter, which is connected by cross-passages to the main tunnels at intervals of approximately 375 m (1,230 ft). The service tunnel, served by narrow rubber-tyred vehicles, gives maintenance workers access to the rail tunnels and provides a route for escape during emergencies. The two running tunnels are directly linked every 250 m (820 ft) by 2 m diameter pressure relief ducts (PRDs) that pass over the top of the service tunnel and do not connect to it. The PRDs alleviate the piston effect of trains by allowing airflow from moving trains to pass into the other running tunnel. Additionally, there are two enormous caverns situated about one third of the distance from shore to shore containing a rail crossover between the main tunnels.

These crossovers permit sections of the tunnel to be closed to traffic for maintenance, using single-line working in the other tunnel. The UK crossover at 156 m long, 18 m wide and 10 m high is the largest subsea cavern in the world and, when being constructed, required extensive monitoring via almost 200 separate instrument stations. At each portal there is a major facility allowing for trains to disassemble and turn around, including customs, maintenance, and other necessary services. Statistics The Channel Tunnel is 50.450 km (31.35 miles) long, of which 37.9 km (23.55 miles) are undersea. The average depth is 45.7 m (150 ft) underneath the seabed, and the deepest is 60 m (197 ft). It opened for business in late 1994, offering three principal services: a shuttle for vehicles, Eurostar passenger service linking London primarily with Paris and Brussels , and freight trains.

In 2005, 8.2 million passengers travelled through the tunnel on Eurostar while in the same year Eurotunnel carried 2,047,166 cars, 1,308,786 trucks and 77,267 coaches on its shuttle trains. Rail freight carried through the Channel Tunnel in 2005 was 1.6 million tonnes. Passenger travel through the Channel Tunnel increased by 15% in 2004 and 2.4% in 2005 up to 7.45 million. Travel is expected to continue to increase with the opening of High Speed 1 to London. A journey through the tunnel lasts about 20 minutes; from start to end, a shuttle train journey totals about 35 minutes, including travelling a large loop to turn the train around. Eurostar trains travel considerably slower than their top speed while going through the tunnel (approximately 160 km/h [100 mph]), rather than their maximum of 300 km/h (186 mph) to fit in with the shuttle trains and avoid problems with heat generated in the tunnels by friction.

At completion, it was estimated that the whole project cost around £10 billion, representing a cost overrun of 80%. The tunnel has been operating at a significant loss, and shares of the stock that funded the project lost 90% of their value between 1989 and 1998. The company announced a loss of £1.33 billion in 2003 and £570 million in 2004, and has been in constant negotiations with its creditors. Eurotunnel cites a lack of use of the infrastructure, an inability to attract business because of high access charges, too much debt which causes a heavy interest payment burden, and a low volume of both passenger and freight traffic 38% and 24%, respectively, of that which was forecast. Location Hotels accommodation near Eurotunnel Shuttle List of accommodation which include: Hotels, guesthouses & Bed and Breakfasts in or near Eurotunnel Shuttle. Eurotunnel Shuttle Eurotunnel Shuttle (also known as Le Shuttle) is a shuttle service between Calais/Coquelles in France and Folkestone in the UK. It transfers road vehicles through the Channel Tunnel, with passenger vehicles being carried in closed wagons.

Roughly half of the train carries cars and other relativly low vehicles in a double-deck system, with the first and last two carriages of the section containing the off-ramps. Coaches, buses and other high vehicles travel in the single deck section, whilst in times of overcrowding cars can also use this area. Budget cuts have meant that Eurotunnel occasionaly run trains at 'half full' - closing the top deck to minimise cost. 1000+ images about Eurotunnel on Pinterest | Frances o'connor, England and Engineering Forward The Channel Tunnel (a.k.a. the ‘Chunnel’) is a 31-mile, under-the-sea rail tunnel. Located 250ft (at its deepest point) underneath the English Channel, the ‘Chunnel’ (hey, that’s fun to say!) links Folkestone, Kent in the U.K. with Coquelles, Pas-de-Calais in France—making the tunnel one of the longest ones (with an undersea section) in the world. But what passes through the super-cool Channel Tunnel?

Mainly passenger and freight trains like Eurostar, Eurotunnel Shuttle (vehicle transport)… See More Chunnel - trains, tickets, fares, booking for Channel Tunnel trains Chunnel Ferry Crossings Chunnel - take The Chunnel from England to France Chunnel is the short name often used for the Channel Tunnel. The Chunnel runs from Folkestone in the south of England, to Calais in northern France. Using the Chunnel The Chunnel can be used by anyone wanting to cross the Channel quickly and easily. Chunnel crossings are operated by 2 companies - Eurotunnel and Eurostar. Chunnel Crossing by Car or Motorbike It is not possible to drive a car or motorcycle through the Chunnel. Motorists and motorcyclists must use the car train service, whereby you drive your car or motorbike onto the Euro Shuttle train, which then takes you through the Chunnel. There's no need to get out of your car, and the journey is over in just 35 minutes. Eurotunnel trains operate from the Channel Tunnel terminals at Folkestone and Calais. These trains carry cars, coaches, motorbikes, lorries and bicycles through the Chunnel.

Prices start at just ï¿½49 for a single trip with a car. If you are taking your car and prefer to take the Chunnel rather than a ferry, then see our booking form here Chunnel Crossing as a Passenger Eurostar operate the passenger trains the run from London St Pancras, Ashford and Ebbsfleet in England, throught the Chunnel, and then direct to Paris, Brussels, Lille or Eurodisney and beyond. Eurostar services are for passengers (and luggage) only, and are not for motorists. Prices start from around ï¿½69 per person for a return ticket. Tickets can be bought through Voyages SNCF, the official distribution channel of the French railways. Click here for prices and booking for Eurostar... Chunnel Prices Chunnel Train Prices - find the best deals To make sure you find the best deals for the Chunnel, compare all prices for both Chunnel trains and ferries here . For the passenger train services (without the car) see our page on Eurostar here . Eurotunnel Fares for the Chunnel trains operated by Eurotunnel usually start from around ï¿½49 for a single trip with a car. Prices are per car, not per passenger.

So you can take all the family and luggage you need for a long trip without paying any extra fee, so long as it all fits legally in your vehicle. Chunnel fares for cars are comparable to the ferry Channel crossing fares, available from P & O ferries , DFDS and MyFerryLink , which start at around ï¿½35 per car. But always look out for special offers and deals from the ferry companies. To find the cheapest deals, book well in advance, and also try to travel at off-peak times. Click here to book for Eurotunnel... Eurostar Eurostar fares can start at around ï¿½69 return from London to Lille, and ï¿½69 return from London to Paris, depending on availability, class, time and day you travel. Sometimes even cheaper bargains can be found, so look out for the special offers. Again, the cheapest fares can be found if you book in advance. Click here to book Eurostar through Voyages SNCF, the official distribution channel of the French railways. Travel Through the Chunnel The Chunnel is the link between England and France.

It is a tunnel under the English Channel, where trains carry passengers, cars, motorbikes, coaches etc through the Channel Tunnel. Cars can not be driven through the Chunnel. There are 2 types of trains running through the Chunnel - Eurostar and Eurotunnel trains. Eurostar Trains through the Chunnel The Eurostar is the passenger train, and runs between London St Pancras station, Ashford and Ebbsfleet in England, to Paris or Brussels, as well as other destinations in France, such as Lille, Euro Disney Paris and Avignon, and onward destinations across Europe. This is perfect for business travellers, those without large amounts of luggage, and those aiming to enjoy a city break holiday. Click here to book Eurostar through Voyages SNCF, the official distribution channel of the French railways. Eurotunnel Trains through the Chunnel The other trains using the Chunnel link are operated by Eurotunnel. These trains run between Folkestone and Calais. The Chunnel Trains, sometimes called Euro Shuttle Trains, or just Le Shuttle, are built to carry cars, motorbikes, and a range of other road vehicles. The Chunnel trains are the fastest way to make a Channel crossing.

Eurotunnel journey times are only 35 minutes (a ferry typically takes around 90 minutes). Click here for booking and prices for the Eurotunnel trains... The Euro Shuttle trains are also known as "car trains". Boarding with your car on these Chunnel trains is very straightforward - it's as simple as "drive on drive off". You drive your car onto the Chunnel train rather like you would drive onto a ferry. Once your car is safely on board, you can sit in your car or take a quick stroll (or visit the Chunnel train toilets). Once the Chunnel train reaches Calais, disembarking is just as easy, and the main French road network is almost directly at the Calais Chunnel terminal. The Chunnel terminals at Calais in France and Folkestone in UK are modern and efficient. It is easy to drive to and from either by car. The Folkestone terminal is on the M20 motorway, and Calais is very close to the French A16 Motorway. Always book in advance to get the best deals for the Chunnel trains. Click here to book Chunnel trains...

Hundreds of Eurostar passengers stranded by migrants trying to get through tunnel Hundreds of Eurostar passengers stranded by migrants trying to get through tunnel By John Pullman Share View photos Passengers wrapped in thermal foil blankets given out by emergency services after their Eurostar train was stranded at Calais Station, after intruders were seen near the Eurotunnel, in Calais, France September 2, 2015. REUTERS/John Pullman More By John Pullman CALAIS, France (Reuters) - Hundreds of passengers were stranded for hours on five Eurostar high-speed trains after reports that migrants were blocking the tracks leading to the tunnel under the English Channel and were attempting to climb aboard. According to the Eurostar Twitter feed, three of the trains then went on to London early on Wednesday, while two others returned to their original departure stations in London and Paris. Eurostar had announced on Twitter late on Tuesday that it was holding its trains "whilst authorities deal with trespassers" and then said the trespassers had been spotted on the tracks at the station in Calais. The trains stayed in place as the trespassers were removed from the tunnel and away from the tracks, it said.

Local media reported that the trespassers were migrants attempting to cross into the United Kingdom through the Eurotunnel, also known as the Chunnel. So far this year, thousands of refugees have attempted to make the dangerous crossing. Passengers on one of the London-bound trains, which stopped less than a mile (1.6 km) from the tunnel, were told at one point to be very quiet and listen for the sound of people climbing on the roof. A helicopter with a searchlight then circled the train as guards walked the tracks looking for migrants, but seemingly none were spotted. With the power out, passengers on that train sat in the dark for nearly four hours. The heat and mugginess in the cars rose as conductors walked the aisles with wind-up torches. A woman in business class wept and many passengers said they could not breathe in the stifling air. Eurostar then pulled the train back to Calais, where passengers disembarked for fresh air and bottled water. But when some attempted to leave the station to cross the English Channel by ferry, French gendarmes stopped them, saying that customs and immigration laws required that the passengers return to Paris.

However, Eurostar tweeted that the train, ES9055, "is unable to be used to take passengers in Calais back to Paris and alternative options are being sought." "We've been abandoned on a platform somewhere in the cold with NO INFORMATION," tweeted one of the passengers, Danny Bell. "And enlighten me - at 4am in the middle of nowhere what are those options? For hundreds and hundreds of people?" Eurostar has offered to exchange tickets. (Writing by Lisa Lambert; Editing by Peter Cooney and Eric Beech) Reblog

Question: How is the Eurotunnel also known?
Answer: Channel tunnel