Where is eurotunnel located

Trains run on a regular basis from London Charing Cross to Folkestone. Terminal Buildings are on one level, with parking spaces nearby for cars displaying the disabled badge. There is easy access to the shops, the Food Village, toilets and low-level telephone booths.

As most passengers take their vehicles on the Eurotunnel at Folkestone, there is only some limited parking available at the terminal. At the end of the 19th century Folkestone was one of the main seaside resorts of southern England, thanks to the coming of the railways and the advent of cross channel ferry services. Numerous Victorian buildings and period architecture, wide leafy avenues and sweeping promenade are testament to this. Folkestone as a port fell into decline and eventual closure as cross channel ferry services suffered severe competition from neighbouring port Dover.

During the 's and 90's construction of the Channel Tunnel provided employment for many, and continues to do so. The Channel Tunnel, also known as Chunnel or le tunnel sous la Manche, is operated by Eurotunnel, and is 50 km long of which 39 km are undersea. Rail services carry vehicles as well as passengers and freight.

The Tunnel was a long-standing project that saw several false starts - for more history, click here for Eurotunnel. Since Eurotunnel introduced the Folkestone to Calais Channel Tunnel route in and added a new dimension to cross channel travel, it has become a favourite and some 2. The journey from Folkestone to Calais takes just 35 minutes.

In , a call for proposals received several submissions of varying designs. Four were shortlisted:. Of all project options, Eurotunnel was selected in part because it offered the highest level of safety thanks to the three-tunnel design that includes two tunnels for train transit and a tunnel in the middle for maintenance and safety evacuation see Figure 2.

In , the first Eurostar train link service was created between Paris, Lille and London, then Brussels was added in and Amsterdam in , via the high-speed Eurostar train. The Eurostar also connects London and the Savoie region of France during winter. Figure 2: Cross section of the Channel Tunnel, showing the three-tunnel design. Source: Getlink Group. The Channel Tunnel project has driven transport infrastructure improvements of the road and rail networks in France and the UK that connect to, and are associated with, the tunnel.

The speed and efficiency of transport offered by the Channel Tunnel has significantly increased trade interconnectivity between the UK and the EU, with the benefit of consumers able to access products cheaply. The project was procured using an open form of tendering. The tendering procedure formally took place after discussions between governments and with private sector actors following the release of the joint statement of the two governments in October , up until the final decision a year later.

The concession was awarded to the Eurotunnel consortium, which owns, financed and manages the Channel Tunnel and which makes revenue with access charges levied on railway undertakings. The Channel Tunnel proposal from Eurotunnel was conceived as a combination of financing and construction functions.

The Treaty of Canterbury and the Concession Agreement established that the project would be entirely financed, delivered and operated by the private sector. This approach was particularly advocated for by the UK Government at the time to spare public expenditure on the project. To enable total private financing of the project, the Channel Tunnel was procured as a concessional public-private partnership PPP.

The concessionaire would design, build, own, operate and transfer the project over an initial duration of 55 years, extended to 99 years throughout the many renegotiations over the debt restructuring. However, construction costs were more than double their initial predictions.

This was partly due to unforeseen technical complications related to the complexity of the three-tunnel design, but also modifications to the design as a result of safety concerns expressed by the IGC during construction. Moreover, the expected revenue from passenger and freight transport through the Channel Tunnel was vastly overestimated from the outset. Fierce competition from existing ferry operations resulted in a lower market share for the tunnel and Eurotunnel needing to reduce tariffs.

When asked the question of what made the Channel Tunnel model withstand economic difficulties, a representative from the Getlink Group interviewed for the purpose of this case study replied that the Treaty of Canterbury and Concession Agreement, but especially the Railways Usage Contract, were fundamentally important in giving confidence to investors that a minimum volume of traffic would continue to run despite financial difficulties.

Due to the cross-border nature of the project between two countries with different currencies the French franc and, since , the Euro in France, and the pound sterling in the UK , Eurotunnel has structured its debt and established its operations in both currencies to mitigate currency fluctuations.

For instance, passenger traffic tends to be more UK-led whereas freight traffic is more EU-led, such that the corresponding currencies are used. This has been an advantage to Getlink: if a change in currency value occurs such as the drop in the pound during Brexit , Getlink can, for instance, change its focus when tendering for contracting by preferring one currency or the other. Regulatory discrepancy is minimised in the case of the Channel Tunnel due to the application by both countries of relevant EU legislation even after Brexit.

Rules and procedures are harmonised as part of implementing common EU legislation and under the regulatory role of the IGC. Thank you for submitting your details and signing up to our newsletter and latest offers. Oh no! There was an error submitting your details Unfortunately we have not been able to receive your details.

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