英吉利海峽隧道

1、Channel Tunnel英吉利海峽隧道The Channel Tunnel (French: Le tunnel sous la Manche), also known by the portmanteau Chunnel1, is a 50.5-kilometre (31.4 mi) undersea rail tunnel linking Folkestone, Kent in England with Coquelles near Calais in northern France beneath the English Channel at the Strait of Dover.

2、 At its lowest point it is 75 m (250 ft) deep,2 The Channel Tunnel has the longest undersea portion of any tunnel in the world, but the Seikan Tunnel in Japan is both longer and deeper overall, at 53.85 kilometres (33.5 mi) and 240 metres (790 ft) respectively.英吉利海峽隧道(法國稱之為拉芒什海峽隧道)，又稱英法海底隧道或歐洲隧道，是一條

3、橫 貫英法之間多佛海峽的海底鐵路隧道，它西起英國的?？怂固?Folkestone)和肯特(Kent)， 東至法國北部加來(Calais)附近的考克萊爾(Coquelles)，全長50.5km。英吉利海峽隧道 最低點75m深，其海底部分為世界最長，總長度也僅次于日本的青函海底隧道，青函海底 隧道長53.85km，埋深為240m。The tunnel carries high-speed Eurostar passenger trains, Eurotunnel ro-ro vehicle transport and international rail freight trains. In 19

4、96 the American Society of Civil Engineers identified the tunnel as one of the Seven Wonders of the Modern World.隧道中運行的火車有“歐洲之星”高速旅客列車、裝載公路車輛的區(qū)間列車、以及國際鐵路 貨運列車。美國土木工程學會1996年稱之為現(xiàn)代世界的七大奇跡之一。Surveying undertaken in the 20 years before tunnel construction confirmed earlier speculations that a tunnel rout

5、e could be bored through a chalk marl stratum. The chalk marl was conducive to tunnelling, with impermeability, ease of excavation and strength. While on the English side the chalk marl ran along the entire length of the tunnel, on the French side a length of 5 kilometres (3 mi) had variable and dif

6、ficult geology. The Channel Tunnel consists of three bores: two 7.6-metre (25 ft) diameter rail tunnels, 30 metres (98 ft) apart, 50 kilometres (31 mi) in length with a 4.8-metre (16 ft) diameter service tunnel in between. There are also cross-passages and piston relief ducts. The service tunnel was

7、 used as a pilot tunnel, boring ahead of the main tunnels to determine the conditions. English access was provided at Shakespeare Cliff, while French access came from a shaft at Sangatte. The French side used five tunnel boring machines (TBMs), the English side used six. The service tunnel uses Serv

8、ice Tunnel Transport System (STTS) and Light Service Tunnel Vehicles (LADOGS). Fire safety was a critical design issue.在隧道建設之前，進行了 20年的勘測工作，勘測發(fā)現(xiàn)隧道線路將穿過一層泥灰質(zhì)白堊巖地 層。泥灰質(zhì)白堊巖由于不透水、易于開挖，且具有一定的強度，因此有利于隧道的修建。隧 道線路靠近英國一側(cè)均為泥灰質(zhì)白堊巖地層，而靠近法國一側(cè)則存在一段長5km的復雜多 變地層。英吉利海峽隧道由三條隧洞組成，其中兩條為直徑7.6m的鐵路隧洞，長50km， 兩洞相距30m，另一條為直徑

9、4.8m的后勤服務洞，其處于兩條鐵路隧洞之間。另外設置有 橫通道和活塞壓力調(diào)解洞。后勤服務洞也作為先導洞使用，以便在主洞開挖之前確定主洞的 地質(zhì)條件。隧道在英國一側(cè)由莎士比亞陡崖(Shakespeare Cliff)進入，在法國一側(cè)由位于 桑加特(Sangatte)隧洞進入。法國一側(cè)采用了五臺隧道掘進機(TBM)，英國一側(cè)采用了 六臺TBM。后勤服務洞使用了服務隧道運輸系統(tǒng)( STTS)和輕型服務隧道運輸車(LADOGS)。消防安全是一個關(guān)鍵的設計問題。Between the portals at Beussingue and Castle Hill the tunnel is 50.5 ki

10、lometres (31 mi) long, with 3.3 kilometres (2 mi) under land on the French side, 9.3 kilometres (6 mi) under land on the UK side and 37.9 kilometres (24 mi) under sea,51 This makes the Channel Tunnel the second longest rail tunnel in the world, behind the Seikan Tunnel in Japan, but with the longest

11、 under-sea section,52 The average depth is 45 metres (148 ft) below the seabed,53 On the UK side, of the expected 5 million m3 of spoil approximately 1 million m3 was used for fill at the terminal site, and the remainder was deposited at Lower Shakespeare Cliff behind a seawall, reclaiming 74 acres

12、(30 ha)5 of land,54 This land was then made into the Samphire Hoe Country Park. Environmental impact assessment did not identify any major risks for the project, and further studies into safety, noise, and air pollution were overall positive. However, environmental objections were raised over a high

13、-speed link to London,55隧道從Beussingue入口至Castle Hill出口，總長50.5km，其中法國一側(cè)的陸地長度3.3km, 英國一側(cè)的陸地長度9.3km，海底長度37.9km。英吉利海峽隧道為世界上第二長的鐵路隧 道，僅次于日本的青函海底隧道，但是其海底段卻是世界最長的。隧道的平均埋深為45m (海床面以下)。在英國一側(cè)開挖的土石方約為500 m3，其中約100 m3用于填埋轉(zhuǎn)運碼頭 (terminal site)，其余部分堆放于莎士比亞陡崖的低洼處，這將填埋出一個面積約74英畝的 陸地，這塊陸地已改造成Samphire Hoe郊外公園。環(huán)境影響評價的結(jié)果

14、表明本工程不會出 現(xiàn)重大環(huán)境問題，進一步的研究也表明本工程的安全、噪音、大氣污染處于總體可控的水平。 當然，與倫敦之間的高速連接對環(huán)境的影響也存在一些爭議。edit Surveying 勘測Marine soundings and samplings by Thome de Gamond were carried out during 1833-67, establishing the seabed depth at a maximum of 55 m and the continuity of geological strata (layers). Surveying continued o

15、ver many years, with 166 marine and 70 land-deep boreholes being drilled and over 4000 line kilometres of marine geophysical survey completed.56 Surveys were undertaken in 1958-59, 1964-65, 1972-74 and 1986-88.Thome de Gamond于1833年至1867年間完成了海洋深度量測和取樣工作，繪制了海床深 度和地層剖面圖?？睖y工作持續(xù)了很多年，完成了 166個海洋鉆孔和70個陸地深井鉆

16、孔， 以及4000條數(shù)千米長的海洋地球物理勘測?？睖y工作分別于1958-1959，1964-1965，1972-1974，和 1986-1988 年間進行。The surveying in 1958-59 catered for immersed tube and bridge designs as well as a bored tunnel, and thus a wide area was investigated. At this time marine geophysics surveying for engineering projects was in its infancy,

17、with poor positioning and resolution from seismic profiling. The 1964-65 surveys concentrated on a northerly route that left the English coast at Dover harbour, using 70 boreholes an area of deeply weathered rock with high permeability was located just south of Dover harbour.561958-1959年間完成的勘測工作主要是為

18、了進行沉管隧道、橋梁和海底開挖隧道三種方案的 必選，因此，勘測范圍較大。當時，海洋地球物理勘測技術(shù)應用于工程上還處于初期階段， 地震剖面的布置和分辨率都較差。1964-1965年完成的勘測工作集中于北線方案，其位于英 國多佛港的左側(cè)海岸線，在多佛港的南側(cè)布置了 70個鉆孔，鉆孔揭露的主要為具有高透水 性的強風化巖石。Given the previous survey results and access constraints a more southerly route was investigated in the 1972-73 survey and the route was conf

19、irmed to be feasible. Information for the tunnelling project also came from work before the 1975 cancellation. On the French side at Sangatte a deep shaft with adits was made. On the English side at Shakespeare Cliff the government allowed 250 metres (820 ft) of 4.5 metres (15 ft) diameter tunnel to

20、 be driven. The actual tunnel alignment, method of excavation and support were essentially the same as the 1975 attempt. In the 1986 -97 survey, previous findings were reinforced and the nature of the gault clay and tunnelling medium, chalk marl that made up 85% of the route, were investigated. Geop

21、hysical techniques from the oil industry were employed,56在已有勘測結(jié)果的基礎上，1972-1973對南線方案進行了調(diào)查，調(diào)查結(jié)果證實南線方案是可 行的。在法國Sangatte開挖了一個較深的豎井，英國政府也批準了在莎士比亞陡崖處開挖一 個直徑4.5m深250m的隧洞。實際開挖的隧道的線路布置、開挖方法和設計方案與1975年 的實驗洞基本上是一樣的。1986-1997年的勘測結(jié)果證實了之前的調(diào)查結(jié)論，勘測期間對隧 道沿線的泥灰質(zhì)粘土、泥灰質(zhì)白堊巖(隧道線路85%以上為泥灰質(zhì)白堊巖)以及隧道的地 質(zhì)環(huán)境進行了調(diào)查。此次勘測聘請了石油工業(yè)的地

22、球物理技術(shù)人員。edit Geology 地質(zhì)Geological profile along the tunnel as constructed. For the majority of its length the tunnel bores through a chalk marl stratum (layer).隧道沿線的地質(zhì)條件：隧道沿線大部分為泥灰質(zhì)白堊巖地層。Successful tunnelling under the channel required a sound understanding of the topography and geology and the sele

23、ction of the best rock strata to tunnel through. The geology generally consists of northeasterly dipping Cretaceous strata, part of the northern limb of the Wealden-Boulonnais dome. Characteristics include:海底隧道能否成功修建，關(guān)鍵在于對海底地形地貌和地質(zhì)條件的全面了解并據(jù)此選擇隧道的 最佳地層。沿線地層主要為傾向北東的白堊紀地層，少部分為Wealden-Boulonnais穹地的北 翼地層

24、。其主要特征如下：, as observed by Verstegan in 1698, the chalk of the cliffs on either side of the Channel is continuous, and contains no major faulting根據(jù)Verstegan1698年的調(diào)查，海峽兩岸陡崖上的白堊地層是連續(xù)的，其間不存在大型斷裂。 the cliffs consist of four geological strata, marine sediments laid down 90 -100 million years ago; pervious

25、 upper and middle chalk above slightly pervious lower chalk and finally impermeable Gault Clay. A sandy stratum, glauconitic marl (tortia), is in between the chalk marl and gault clay兩岸陡崖主要由四個地層組成。九千萬年至一億年前的海洋沉積地層、強透水的早、中白堊 地層、弱透水的晚白堊地層、以及不透水的泥灰質(zhì)粘土層。白堊地層與泥灰質(zhì)粘土層之間為 砂質(zhì)地層，巖性為含海綠石的泥灰?guī)r。,a 25-30 metre (82

26、 -98 ft) layer of chalk marl (French: craie bleue)57 in the lower third ofthe lower chalk appeared to present the best tunnelling medium. The chalk has a clay content of 30-40% providing impermeability to groundwater yet relatively easy excavation with strength allowing minimal support. Ideally the

27、tunnel would be bored in the bottom 15 m of the chalk marl, allowing water inflow from fractures and joints to be minimised, but above the gault clay that would increase stress on the tunnel lining and swell and soften when wet.在晚白堊地層中存在一層厚度為25-30m的泥灰質(zhì)白堊巖，該層最適合于開挖隧道。該白堊 地層中粘土含量為3040%，其滲透性差，可以阻止地下水滲透

28、到隧道中，而且該地層較易 開挖，又具有一定的強度，較少的支護即能保持隧道的穩(wěn)定。隧道可以設置在底部15m厚 的泥灰質(zhì)白堊巖，這樣可以使通過裂隙和節(jié)理滲透到隧道中的地下水減少到最低水平。隧道 必須位于泥灰質(zhì)粘土層的以上，因為泥灰質(zhì)粘土會增加隧道襯砌上的壓力，同時遇水易發(fā)生 膨脹和軟化。On the English side of the channel the strata dip less than 5, however on the French side this increases to 20. Jointing and faulting is present on both the E

29、nglish and French sides. On the English side only minor faults of displacement less than 2 metres (7 ft) exist. On the French side displacements of up to 15 metres (49 ft) are present owing to the Quenocs anticlinal fold. The faults are of limited width, filled with calcite, pyrite and remoulded cla

30、y. The increased dip and faulting restricted the selection of route on the French side. To avoid confusion microfossil assemblages were used to classify the chalk marl. On the French side, particularly near the coast, the chalk was harder and brittler and more fractured than on the English side. Thi

31、s led to the adoption of different tunnelling techniques on the French and English sides,58英國一側(cè)地層的傾角小于5,但至法國沿岸，地層傾角已增加至20。英國和法國地層中 都存在節(jié)理和斷層。英國一側(cè)的斷層規(guī)模較小，錯動距離小于2m。法國一側(cè)斷層的錯動距 離達到15m，其主要是由Quenocs背斜引起的。斷層帶寬度較小，充填有方解石、黃鐵礦、 重塑黏土。地層傾角的增加和斷層的存在使法國一側(cè)線路選擇較為困難。為了避免誤判，采 樣了微化石采樣對泥灰質(zhì)白堊巖進行分類。法國一側(cè)的白堊地層比英國一側(cè)的白堊地層更堅 硬

32、、更脆、也更破碎。這導致了英法兩側(cè)采用了不同的隧道開挖技術(shù)。No major geological hazards were identified, however the Quaternary undersea valley Fosse Dangaered, and Castle Hill landslip located at the English portal were concerning. Identified by the 1964 65 geophysical survey the Fosse Dangaered is an infilled valley system ext

33、ending 80 metres (262 ft) below the seabed, 500 metres (1,640 ft) south of the tunnel route, located mid-channel. A 1986 survey showed that a tributary crossed the path of the tunnel and so the tunnel route was made as far north and deep as possible. The English terminal had to be located in the Cas

34、tle Hill landslip, which consists of displaced and tipping blocks of lower chalk, glauconitic marl and gault debris. Thus the area was stabilised by buttressing and inserting drainage adits.58 The service tunnels were pilot tunnels preceding the main tunnels so that the geology, areas of crushed roc

35、k and zones of high water inflow could be predicted. Exploratory probing took place in the service tunnels in the form of extensive forward probing, vertical downward probes and sideways probing.58除了第四紀的海底峽谷Fosse Dangaered，以及位于英國隧道進口的Castle Hill滑坡以外，隧 道沿線未發(fā)現(xiàn)其它大型的不良地質(zhì)作用。1964-1965年完成的地球物理勘測表明，F(xiàn)osse Da

36、ngaered海底峽谷由第四紀沉積物填充，延伸至海床面以下80m，位于英吉利海峽中部， 隧道線路以南500m。1986年完成的勘測結(jié)果顯示，F(xiàn)osse Dangaered海底峽谷有一條支脈穿 過隧道線路，因此，隧道選線時盡量往北移，同時埋深盡可能加大。隧道在英國一側(cè)的進出 口只能選擇在Castle Hill滑坡體中，滑坡體由經(jīng)過錯動的白堊紀晚期白堊巖、海綠石泥灰?guī)r 和泥灰質(zhì)粘土組成。因此，這一區(qū)域增加了一個支洞進行加固。位于兩條主洞之間的服務洞 也作為超前探洞，以便查明主洞開挖前方的地質(zhì)條件、破碎巖體的分布、以及可能出現(xiàn)涌水 的位置。服務洞內(nèi)進行了大量的勘探工作，包括大范圍的超前勘探、垂直向下

37、的勘探、以及 邊墻兩側(cè)方向的勘探。edit Tunnelling 隧道開挖Typical tunnel cross section, with a service tunnel in between twin rail tunnels. Shown linking the rail tunnels is a piston relief duct, necessary to manage pressure changes due to the movement of trains.典型的隧道橫斷面圖，包括兩條鐵路主洞，以及中部的服務洞。圖中連接兩條鐵路主洞是一 條活塞壓力調(diào)節(jié)洞，用于調(diào)節(jié)由于火車

38、活塞式運行而產(chǎn)生的空氣壓力。Tunnelling between England and France was a major engineering challenge with the only precedent being the undersea Seikan Tunnel in Japan. A serious risk with underwater tunnels is major water inflow due to the water pressure from the sea above under weak ground conditions. The Channel

39、 Tunnel also had the challenge of time - being privately funded, early financial return was paramount.英法之間隧道的開挖是本項目的主要難點，除了日本的青函海底隧道，無其它先例。水下隧 道面臨的主要風險是海水沿著破碎帶在水壓力下進入隧道。英吉利海峽隧道也面臨著工期緊 迫的問題，因為吸引了大量私人投資，因此盡早收回投資是至關(guān)重要的。The objective was to construct: two 7.6-metre (25 ft) diameter rail tunnels, 30 metr

40、es (98 ft) apart, 50 kilometres (31 mi) in length; a 4.8-metre (16 ft) diameter service tunnel between the two main tunnels; pairs of 3.3-metre (11 ft) diameter cross-passages linking the rail tunnels to the service tunnel at 375-metre (1,230 ft) spacing; piston relief ducts 2-metre (7 ft) diameter

41、connecting the rail tunnels at 250-metre (820 ft) spacing; two undersea crossover caverns to connect the rail tunnels,59 The service tunnel always preceded the main tunnels by at least 1 kilometre (0.6 mi) to ascertain the ground conditions, experience with tunnelling through chalk had occurred in t

42、he mining industry. The undersea crossover caverns were a complex engineering problem. The French cavern was based on the Mount Baker Ridge freeway tunnel in the USA. The UK cavern was dug from the service tunnel ahead of the main tunnels to avoid delay.主要構(gòu)筑物包括：兩條長50km、直徑7.6m、相隔30m的鐵路主洞；一條位于兩條主洞之 間的

43、直徑4.8m的服務洞；主洞和服務洞每隔375m設置兩條3.3m的橫通道連接；兩條主洞 每隔250m設置一條直徑2m的活塞壓力調(diào)節(jié)洞相互連通；兩個位于水下的用于連接鐵路主 洞的渡線洞。服務洞必須超前主洞最少1km，以便探查主洞前方的地質(zhì)條件。白堊巖的開挖 經(jīng)驗主要來自于采礦行業(yè)。水下調(diào)度室的修建是一個復雜的工程問題。法國一側(cè)的水下調(diào)度 室的修建參考了美國Mount Baker Ridge高速公路隧道資料。英國一側(cè)的水下調(diào)度室是在服 務洞的基礎上擴挖的，以便節(jié)省工期。Precast segmental linings in the main TBM drives were used, but di

44、fferent solutions were used on the English and French sides. On the French side neoprene and grout sealed bolted linings made of cast iron or high-strength reinforced concrete were used. On the English side the main requirement was for speed, and bolting of cast-iron lining segments was only carried

45、 out in areas of poor geology. In the UK rail tunnels eight lining segments plus a key segment were used, on the French side five segments plus a key segment,60 On the French side a 55-metre (180 ft) diameter 75-metre (246 ft) deep grout-curtained shaft at Sangatte was used for access. On the Englis

46、h side a marshalling area was 140 metres (459 ft) below the top of Shakespeare Cliff, and the New Austrian Tunnelling method (NATM) was first applied in the chalk marl here. On the English side the land tunnels were driven from Shakespeare Cliff, the same place as the marine tunnels, not from Folkes

47、tone. The platform at the base of the cliff was not large enough for all of the drives, and despite environmental objections tunnel spoil was placed behind a reinforced concrete seawall, on condition of placing the chalk in an enclosed lagoon to avoid wide dispersal of chalk fines. Owing to limited

48、space the precast lining factory was on the Isle of Grain in the Thames estuary.59隧道采用TBM開挖，預制拼裝管片襯砌支護，但是英國和法國兩側(cè)采用了不同的施工技術(shù)。 法國一側(cè)采用了由高強度鋼筋混凝土制作而成的氯丁橡膠密封管片襯砌，而在英國一側(cè)，為 加快速度，鋼筋錨固的管片襯砌僅地質(zhì)條件較差的地段。英國一側(cè)的隧道襯砌采用八塊拼裝 管片和一塊關(guān)鍵管片組成，而法國一側(cè)的隧道襯砌采用五塊拼裝管片和一塊關(guān)鍵管片組成。 在法國一側(cè)的Sangatte采用了一個直徑55m深75m注漿帷幕洞作為入口。英國一側(cè)的入口 位于莎士比亞陡

49、崖下方140m，首次采用了新奧法(NATM)開挖本地的泥灰質(zhì)白堊巖。在 英國一側(cè)，陸地隧道和海底隧道均從莎士比亞陡崖開始開挖。由于陡崖的平臺不夠?qū)挻螅?此將隧道開挖的碎渣堆放在一個鋼筋混凝土襯砌的海堤后方，以便增大施工平臺，盡管一些 環(huán)境保護人士對此提出了異議。由于施工空間的限制，預制拼裝管片生產(chǎn)工廠選在Thames 的格蘭島。On the French side, owing to the greater permeability of water, earth pressure balance TBMs with open and closed modes were used. The

50、TBMs were of a closed nature during the initial 5 kilometres (3 mi) but then operated as open, boring through the chalk marl stratum,59 This minimised the impact to the ground and allowed high water pressures to be withstood, and it also alleviated the need to grout ahead of the tunnel. The French e

51、ffort required five TBMs: two main marine machines, one main land machine (the short land drives of 3 km allowed one TBM to complete the first drive then reverse direction and complete the other), and two service tunnel machines. On the English side the simpler geology allowed faster open-faced TBMs

52、,61 Six machines were used, all commencing digging from Shakespeare Cliff, three marine bound and three for the land tunnels,59 Towards the completion of the undersea drives the UK TBMs were driven steeply downwards and buried clear of the tunnel. The French TBMs then completed the tunnel and were d

53、ismantled,62 A 900 mm gauge railway was used on the English side during construction.63在法國一側(cè)，由于地層透水性更強，因此采用了具有開敞式和封閉式兩種模式的土壓平衡盾 構(gòu)掘進機，隧道最開始的5km段采用封閉模式，到達泥灰質(zhì)白堊巖地層則采用開敞模式， 這樣可以減少襯砌結(jié)構(gòu)承受的圍巖壓力和高水壓，同時也可減少隧道頂部的注漿需求。法國 一側(cè)采用了 5臺TMB，其中2臺用于兩條主洞海底部分的開挖，1臺用于主洞陸地部分的 開挖(陸地部分的主洞僅3km長，因此，TBM完成一個主洞的開挖后可調(diào)轉(zhuǎn)方向開挖另一 個主洞)，2

54、臺用于服務洞的開挖。英國一側(cè)由于地質(zhì)條件簡單，因此可采用開挖速度更快 開敞式TBM，一共采用了 6臺TBM，均從莎士比亞陡崖處開始開挖，其中3臺用于海底部 分的開挖，3臺用于陸地部分的開挖。在英法兩國的TBM銜接處，英國一側(cè)的TBM采用 大角度向下開挖并最終埋沒在隧道的下方，法國一側(cè)的TBM完成銜接處剩余段的開挖后， 拆卸運出洞外。英國一側(cè)隧道的施工中采用了 900mm軌距的軌道運輸。edit Railway design and rolling stock 鐵路設計及運輸工具Interior of Eurotunnel Shuttle, a vehicle shuttle train. Th

55、e largest railway wagons in the world,5 the shuttle trains transport vehicles between terminals either side of the tunnel.上圖為英吉利海峽隧道通勤列車內(nèi)部照片，這是一種裝載各種機動車通勤列車，它擁有世界 上最大的鐵路列車車廂，用于裝載隧道兩端的機動車輛。There are three communication systems in the tunnel: concession radio (CR) for mobile vehicles and personnel wit

56、hin Eurotunnels Concession (terminals, tunnels, coastal shafts); track-to-train radio (TTR) for secure speech and data between trains and the railway control centre; Shuttle internal radio (SIR) for communication between shuttle crew and to passengers over car radios,64 All tunnel services run on el

57、ectricity, shared equally from English and French sources. Power is delivered to the locomotives via an overhead line (catenary).65 A cab signalling system is used that gives information directly to train drivers on a display. There is automatic train protection (ATP) that stops the train if the spe

58、ed differs from that indicated on the in-cab display. TVM430, as used on TGV Nord, is used in the tunnel, 66 The American Sonneville International Corporation track system was used in the tunnel, ballasted track was ruled out owing to maintenance constraints and a need for geometric stability. The S

59、onneville system has UIC60 rails on 900A grade resting on microcellular EVA pads, bolted into concrete, 67隧道內(nèi)有3套通信系統(tǒng)：CR通訊：用于在英吉利海峽隧道大范圍內(nèi)(包括火車站、隧道內(nèi) 部和光線桿的沿線)的移動交通工具和工作人員的無線通訊；TTR通訊：用于在火車和鐵 路控制中心之間的通話和數(shù)據(jù)傳輸?shù)幕疖囎粉櫉o限通訊；SIR通訊：用于往返列車機組人員 以及乘客之間的列車內(nèi)部的無線通訊。所有的隧道設施均采用電力做為動力，電力由英國和 法國均攤，電力通過列車上部的架空輸電線路傳送到列車的機車上

60、。一個司機臺信號系統(tǒng)用 來給火車駕駛員直接發(fā)送信息于在司機臺顯示屏幕上。當行駛速度不同于駕駛室內(nèi)屏幕上顯 示的速度時，有一個列車自動超速防護(ATP)系統(tǒng)會停止火車運行。TVM430，被用作高速 列車(TVG)Nord，在隧道內(nèi)使用。隧道內(nèi)使用美國松那飛國際合作示蹤系統(tǒng)，平穩(wěn)跟蹤 器用來維持限制物和保證幾何穩(wěn)定性的需要。松那飛系統(tǒng)有UIC60 900A級別的鐵軌，依靠 微孔EVA墊，栓進混凝土里。Initially 38 Le Shuttle locomotives were commissioned, working in pairs with one at each end of a sh