Презентація до теми "Тунель в Лондоні"

Channel Tunnel

History. The idea of ​​building a tunnel under the English Channel arose in the late XVIII - early XIX century in the Nord-Pas-de-Calais region. In 1802, the French engineer Albert Mathieu-Favier came up with the idea of ​​building a tunnel. According to the project, the tunnel was to be illuminated by oil lamps and horse-drawn carriages were to travel. Ventilation vents leading to the sea surface were provided for ventilation. At the time, the cost of construction was estimated at £ 1 million (approximately 66.4 million in 2005 prices). This project was proposed by Napoleon I during the conclusion of the peace treaty between Great Britain and France, but due to the War of the Third Coalition, it remained on paper.

History(Continuation)When the British Parliament in 1858 read a proposal to build a tunnel under the English Channel, Lord Palmerston exclaimed: What? Do you still dare to ask for money for a case whose goal is to reduce the distance, which we believe is too short? ”In 1856, another Frenchman, engineer Aimé Thomé de Gamond, proposed the construction of a railway tunnel to connect France with England. The French agreed, but the British hesitated. De Hammond then consulted with Peter William W. Barlow, a British engineer and one of the builders of the world's first metro, the London Underground.

History(Continuation)On March 18, 1883, construction was halted because the British feared that the finished tunnel might facilitate the enemy's invasion of British territory. By this time, 2,026 meters had been dug on the British side and 1,829 meters on the French side. In 1922, workers began drilling a tunnel in Folkestone. After 128 meters were completed, the project was stopped again for political reasons. After the Second World War, the idea of ​​building a tunnel was revived. A research group was formed in 1957, which in a 1960 report recommended digging two main tunnels and one service tunnel between them. The project was approved and launched in 1973

History(Continuation)Due to another financial problem, two years later, when a 250-meter-long test tunnel was dug, it was stopped again. In 1984, the governments of Great Britain and France came to the conclusion that construction was impossible without additional private funding. Financial costs regularly jumped. Of the four proposed, a plan most similar to the 1973 project was selected. It was published on January 20, 1986. On February 12, 1986, both governments signed an agreement to build a tunnel in Canterbury and ratified it in 1987. According to the project, the tunnel was to connect two cities: Calais on the French side [6] [non-authoritative source?] And Folkestone with English [7] [non-authoritative source?] (This path is not the shortest possible). The excavation was supposed to be in an easily pliable Cretaceous geological layer, so the tunnel had to run deeper than planned, about 50 meters below the bottom of the strait, and the southern part should run deeper than the northern. Because of this, the French first had to build a mine with a diameter of 50 m and a depth of 60 m to reach the sandstone.

Construction. On December 15, 1987, the first tunnel shield for horizontal workings was put into operation, and on February 28, 1988, its French counterpart was put into operation. Their job was to drill a 4.8-meter-diameter tunnel designed for business needs and emergencies. More powerful tunnel harvesters made their way through the rock to make two main tunnels, each 7.6 meters in diameter with a finish. In the depths of the tunnel, 11 boards worked simultaneously without a break. Three of them built a tunnel from Shakespeare Cliff to the British Terminal, just behind Folkestone. The other three moved to the sea below the English Channel to meet the three French shields, which began at the mine in Sangatta. And the two remaining tunnel shields drilled three tunnels inland from there to the terminal in Kokel, near Calais.

Construction (Continuation)Section of the duct with a tunnel. During operation, these machines simultaneously reinforced the walls with concrete segments forming one and a half meter rings covering the tunnel trunk. It takes an average of 50 minutes to install each ring. The British machines broke an average of about 150 meters per week, while the French - 110 due to the different design of machines and drilling conditions. A laser positioning system was used to accurately join the parts of the tunnel under construction. Thanks to this system, both sides met at the planned point on December 1, 1990 at a depth of 40 meters from the bottom of the strait.

Construction (Continuation)The error was 0.358 meters horizontally and 0.058 To steer the cars, the operator looked at computer screens and video monitors. Before tunneling, satellite observatories helped calculate the exact path in detail. Samples of lime clay were probed with thin drills, showing in which direction to move more than 150 meters. A laser beam aimed at the light-sensitive point of the combine helped the driver to choose the right direction. To steer the cars, the operator looked at computer screens and video monitors. Before tunneling, satellite observatories helped calculate the exact path in detail. Samples of lime clay were probed with thin drills, showing in which direction to move more than 150 meters. A laser beam aimed at the light-sensitive point of the combine helped the driver to choose the right direction. At 6-8 km from the shore, tunnel harvesters built crossings under the English Channel, which, if necessary, trains could be transferred from one tunnel to another. Every 375 meters, crews of passers-by, equipped with small vehicles, made passages to connect the main tunnels with the service ones.

Construction (Continuation)In the arch above the service tunnel, pressure reduction channels were made, which connected the two main tunnels. During construction, 8 million cubic meters of rock (a cube with a face size of 200 meters) were removed. Each side disposed of its part in its own way. The French simply mixed the land with water and brought the resulting pulp back into the sea. And from the breed extracted by the British, an artificial cape of Shakespeare (Shakespeare Cliff) with an area of ​​90 acres (0.36 km2) was formed on the British coast, on which a park was later arranged. The project was completed in 7 years by 13 thousand workers and engineers. On 6 May 1994, the Eurotunnel was inaugurated by the leaders of the participating States, Queen Elizabeth II and French President Francois Mitterrand.

Security system. The Eurotunnel consists of three tunnels - two main, with a rail track for trains going north and south, and one small service tunnel. The service tunnel every 375 meters has passages that connect it with the main ones. It is designed to access the main tunnels of service personnel and emergency evacuation of people in case of danger. Every 250 meters, the two main tunnels are connected by a special ventilation system located on top of the service tunnel. This system of air locks allows to cancel the piston effect created by the moving trains distributing air streams in the next tunnel. All three tunnels have two interchanges that allow trains to move freely between the tunnels. The movement of trains is left-handed, as well as other railways in France and Britain.

Transport system The TGV LGV Nord Europe line has been built for the Eurotunnel, thanks to which Paris can be reached in 2 hours and 15 minutes. The tunnel of the Eurostar train is overcome in 20 minutes, and the Shuttle - in 35 minutes. There are four types of trains on the Eurotunnel line. TGV Eurostar train. TGV Eurostar high-speed passenger trains operate between London's St Pancras train station, Paris Gare du Nord and Midi / Zuid station in Brussels, with stops in Ashford, Cali and Lille. Eurotunnel Shuttle passenger trains, buses, cars and vans between Sangatt and Folkestone. Thanks to a special load system, the whole process of entering the car in the car takes no more than eight minutes, while passengers remain inside their cars.

Transport system (Continuation)Eurotunnel Shuttle passenger trains, buses, cars and vans between Sangatt and Folkestone. Thanks to a special load system, the whole process of entering the car in the car takes no more than eight minutes, while passengers remain inside their cars. Eurotunnel Shuttle freight trains with open cars, in which trucks are transported, drivers travel in a separate car.freight trains. These trains can carry a variety of goods and containers between continental Europe and the United Kingdom. Through France and the Channel Tunnel Rail Link (in the UK), Eurostar trains run at high speeds - cruising speeds reach 300 km / h. In the tunnel, the speed is reduced to 160 km / h.

Transport system (Continuation)The first part of the Channel Tunnel Rail Link between the tunnel and Ebbsfleet was opened in 2003. The second section between Ebbsfleet and St. Pancras was completed in November 2007. In 2004, 7,276,675 passengers, 2,101,323 cars, 1,281,207 vans and 63,467 buses passed through Eurotonel. British Rail Class 92 electric locomotives are used to haul freight trains.

Thank you for listening. He prepared the presentation. Student TT-2 AKyiv Vocational College of Transport Infrastructure. Litvinenko Andrew