Tunnel

The tunnel will be 23 miles – and will be completely out of sight.

Britain’s longest tunnel is currently under construction beneath a national park, and it’s set to snatch the title from the Northern Line on the London Underground as the nation’s lengthiest.

The ambitious project is making significant progress, though its price tag has spiralled dramatically from an initial £1.1billion estimate to a reported staggering £7.4billion.

The massive undertaking will transport fertiliser across 23 miles, running entirely underground and out of view.

The Northern Line currently holds the record at 17 miles, having opened back in 1937. But the Woodsmith Mine Tunnel is on track to open in 2030 and claim the crown as the UK’s longest.

Managed by Anglo American, the tunnel is the largest private sector infrastructure scheme in the country. The aim is to extract polyhalite – a nutrient-packed fertiliser – from the North York Moors near Whitby and transport it to a processing facility in Teesside.

Sirius Minerals originally owned the project and provided the initial cost projections. However, reports from 2023 indicated the scheme had already blown well past its budget, reports the Express.

Tom McCulley, head of Anglo American’s crop nutrients division, previously acknowledged that estimates of $9billion costs were “not too far off”, according to the Times.

The route will run from an underground reserve near Whitby to a processing plant in Wilton, close to Teesside.

Last month marked a significant achievement as the project surpassed 30km in length – just over 18 miles.

The tunnel boring machine (TBM), dubbed Stella Rose, smashed the record for the longest continuous drive by a single TBM.

Andrew Johnson, project director at Woodsmith, said recently: “We are incredibly proud of this milestone. The Woodsmith Project is one of the most innovative mining developments in the world today and construction is progressing well.”

He added: “We currently employ 1,100 people in the area of which 75% are local – something we are incredibly proud of.

“We are also proud to have a small international workforce with the specialist expertise we need for this unique world-class engineering project that will provide employment for hundreds of local people for many many years to come.”

The tunnel proposal initially faced opposition. Sirius Minerals successfully navigated 98 environmental regulations to secure planning permission for Britain’s first deep mine in over four decades.

One tunnel holds the record as the UK’s longest at 17 miles, carrying approximately 900,000 people daily – but another will claim the title in 2030.

The UK’s longest tunnel might not be what you’d expect. It’s tucked away out of sight, yet it’s used by a staggering 900,000 people every single day.

The UK has long been celebrated for its world-class and ambitious infrastructure. Perhaps the most renowned is the London Underground.

This globally recognised network of tunnels links the capital beneath its iconic skyline.

However, one of its lines holds the record for the longest tunnel in the UK. The Northern Line, stretching an impressive 17 miles, has ferried millions of passengers since its inauguration in 1937.

It’s the busiest Tube line in London, transporting approximately 900,000 passengers daily and carrying more people annually than any other underground line, according to the London Assembly, reports the Express.

Its tracks run from Morden in the city’s south to East Finchley in the north, with stops at key locations like Bank, Charing Cross and Leicester Square.

But in just a few years, a new contender is set to snatch the title from the Northern Line. The Woodsmith Mine Line, currently under construction, will be significantly longer when it’s slated to open in 2030.

Spanning 23 miles, it will be used to transport polyhalite, a naturally occurring mineral used as fertiliser, beneath the North York Moors National Park. The line will extend from an underground deposit near Whitby to a processing facility in Wilton, close to Teesside.

In December, the tunnel reached a length of 30km, equivalent to just over 18 miles. The tunnel boring machine (TBM), affectionately named Stella Rose, surpassed the record for the longest continuous drive by a single TBM.

The Woodsmith Mine Line is a project undertaken by contractor Strabag on behalf of Anglo American. Recently, Woodsmith Project director Andrew Johnson expressed his pride at this achievement, stating: “We are incredibly proud of this milestone.

“The Woodsmith Project is one of the most innovative mining developments in the world today and construction is progressing well.

“We currently employ 1,100 people in the area of which 75% are local – something we are incredibly proud of.

“We are also proud to have a small international workforce with the specialist expertise we need for this unique world-class engineering project that will provide employment for hundreds of local people for many many years to come.”

TRAVEL times between two European countries are set to be halved as the world’s longest undersea road and rail tunnel takes shape.

The 18-kilometre project will carry a four-lane motorway as well as two electrified railway tracks.

This ambitious project will see an immersed tunnel connect Rødbyhavn on Denmark’s Lolland Island with Puttgarden on Germany’s Fehmarn Island.

Known as the Fehmarnbelt Fixed Link, the infrastructure project is steadily taking shape beneath the Baltic Sea, and is set to be complete by 2029.

Femern, the Danish state-owned company behind the project, said the tunnel is “Denmark’s largest infrastructure project and the world’s longest immersed tunnel and rail link”.

The structure is assembled from massive prefabricated concrete elements, which are built onshore before being floated into position and sunk into a pre-dredged trench on the seabed.

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Once complete, the tunnel will dramatically cut crossing times between the destinations, taking just 10 minutes by car and 7 minutes by train, a considerable decrease from the current 45- to 60-minute ferry ride.

The project estimated to cost around £6.4 billion, an amount financed largerly through loans repaid by tolls, with the European Union also granting £1.1 billion.

The Fehmarnbelt Fixed Link will form a key part of Europe’s transport corridors, helping to boost freight efficiency and reduce emissions through increased rail use.

When finished, the Fehmarnbelt will claim the title of the world’s longest road and rail immersed undersea sea tube tunnel.

The project, which began construction in 2021, will surpass current records like the 6.7 kilometre immersed section of China’s Hong Kong–Zhuhai–Macau Bridge.

Meanwhile, the project’s innovative immersed design marks a new era in sustainable cross-border connectivity, with Femern commending it as a “safe, tested and efficient way of building an underwater tunnel”.

“The technology is Danish-developed and builds on experiences from, among others, the Øresund Tunnel,” the company said.

“The Fehmarnbelt tunnel will be just as safe as a corresponding section of motorway above ground. The tunnel is equipped with continuous hard shoulders and emergency exits along its entire length.”

The incredible tunnel is expected to be completed by 2029

The Fehmarn Belt Fixed Link is an immersed tunnel set to link the Danish island of Lolland with Germany’s Fehmarn island. This remarkable tunnel beneath the Baltic Sea, expected to become one of the world’s longest underwater structures, is due for completion by 2029.

Spanning 18 kilometres (11 miles), the Fehmarnbelt tunnel will drastically reduce journey times between Scandinavia and mainland Europe. Femern described the tunnel as “Denmark’s largest infrastructure project and the world’s longest immersed tunnel and rail link”.

The project carries an estimated price tag of DKK 55.1billion (£6.4billion), with the European Union providing approximately 1.3billion euros (£1.1billion) in funding.

Femern outlined that an immersed tunnel represents a “safe, tested and efficient way of building an underwater tunnel”.

“The technology is Danish-developed and builds on experiences from, among others, the Øresund Tunnel. Once completed, the tunnel will not pose any obstacle to vessel traffic in the Fehmarnbelt. Marine safety is also a top priority during the construction phase.

“The Fehmarnbelt tunnel will be just as safe as a corresponding section of motorway above ground. The tunnel is equipped with continuous hard shoulders and emergency exits along its entire length.”

The Institution of Civil Engineers highlighted that the Fehmarnbelt Tunnel will rest atop the seabed, marking it as “a remarkable engineering feat”. “Weighing in at 73,500 tonnes apiece, these colossal structures are a testament to modern engineering. Once a tunnel element is ready to be shipped, waterproof bulkheads (barriers) are installed at both ends, and the segment is carefully towed into position by tugboats.

“In total, 89 elements will be connected sequentially – much like assembling giant Lego pieces – to form the complete tunnel.”

This roundabout is the only one of its kind.

Travellers venturing to the Faroe Islands might be taken aback to discover the world’s first underwater roundabout during their visit.

The roundabout sits within the Eysturoy Tunnel, which was inaugurated four years ago in December 2020 and has significantly reduced journey times between the different islands in the archipelago.

Whilst positioned roughly midway between Scotland and Iceland, the Faroe Islands form part of the Kingdom of Denmark, though they’ve enjoyed self-governance since 1948.

The islands’ position means that unpredictable weather conditions can pose challenges for travel, prompting the development of an extensive tunnel network – 17 on land and four beneath the sea, with the deepest point sitting 187m (613ft) below sea level.

The Eysturoy Tunnel and its roundabout are thought to have slashed journey times from the capital, Torshavn, to the village of Runavik from an hour and 14 minutes down to a mere 16 minutes, reports the Express.

The Faroe Islands comprise 17 populated islands alongside numerous smaller islets and reefs.

Speaking about the tunnel network, Súsanna Sørensen, marketing manager of Visit Faroe Islands, remarked: “Though we are 18 islands, we often joke that we defy the fact that we are islands (thanks to the tunnels).”

Whilst the prospect of navigating an undersea tunnel in the Northern Atlantic might seem daunting, the tunnels were designed with precisely this concern in mind.

Teitur Samuelsen, chief executive of Eystur-og Sandoyartunlar, the firm running the tunnels, said: “The tunnels are designed by the world’s leading engineers and geologists, so safety with regards to the Atlantic above is not an issue.”

According to CNN, the Eysturoy Tunnel is “magical” to navigate, with the roundabout appearing so dramatic that its colours have drawn comparisons to the Northern lights, or even jellyfish.

And it’s not only this tunnel that boasts visual appeal – artwork and installations feature in several of the other tunnels as well.

Take the Sandoy Tunnel, for instance, which links the islands of Streymoy and Sandoy. It’s adorned with glow-in-the-dark totems, paying tribute to figures from Faroese folklore.

Speaking about the choice to invest in embellishing these tunnels, Teitur Samuelsen remarked: “We have a lot of good art in the Faroes, and we’d like to support our artists. In addition, it breaks up the monotony in a long, dark tunnel, so it’s good for driving safety.”

EUROSTAR passengers have been left stranded for hours due to a power supply fault with holidaymakers urged not to travel.

Journeys between the UK and France are cancelled or seriously delayed as a result of the problem with the overhead power supply in the Channel Tunnel.

Eurostar said it strongly advised all its passengers to postpone their journey to a different date.

The high-speed train operator warned passengers to expect severe delays and last-minute cancellations due to the power supply problem.

London’s St Pancras International station is crammed with waiting passengers near the departure area as they wait for updates.

Disgruntled passengers took to social media to vent their frustrations.

One traveller even claimed they were “stranded on the Eurostar for four hours”.

Another called the delays “absolutely ridiculous” after being stuck on a train for five hours.

He was travelling to Brussels but is now back in London, which he said “ruined new years plans”.

Others reported several trains stuck in the tunnel itself.

Some are stuck in lines of traffic waiting to board Eurostar, with one posting on X: “Going nowhere. Power failure apparently. One way to end the year!”

Eurostar said in a statement on its website: “Due to a problem with the overhead power supply in the Channel Tunnel and a subsequent failed Le Shuttle train, we strongly advise all our passengers to postpone their journey to a different date.

“Please don’t come to the station unless you already have a ticket to travel.

“We regret that trains that can run are subject to severe delays and last-minute cancellations.

“Please check for live updates on the status of your train on the train status and timetables page.”

Delays are being reported on both LeShuttle terminals – that’s the service that takes road vehicles on trains across the Channel.

On the UK side, there is a delay of around three-and-a-half hours to the booked time.

Meanwhile, at the terminal in France, the delay is currently around two hours.

National Rail is also advising passengers to reschedule their journeys.

It says the on-going power issue is very likely to lead to severe delays and last-minute cancellations between London St Pancras International and Paris.

“There is a problem with the overhead power supply in the Channel Tunnel,” National Rail say.

“Trains are likely to be subject to severe delays and last-minute cancellations.

“Check before you travel as your journey could be disrupted. We strongly advise all passengers to postpone their journey to a different date.”

A feasibility study has concluded that a railway tunnel beneath the Strait of Gibraltar is technically viable, with Spain now commissioning blueprints for the ambitious project

A colossal underwater tunnel linking Europe and Africa could finally be on the cards after the project received a major boost.

The ambitious project, which would see the tunnel burrow beneath the Strait of Gibraltar, has been reignited by Spain after being mooted by various governments for decades. Now scientists have declared that such an engineering feat is possible.

In October, a study commissioned by the Spanish Government and carried out by German tunnel experts Herrenknecht concluded that drilling a railway tunnel below the Strait would be technically achievable with current technology. Since then, Spanish consultancy firm Ineco has been tasked with drawing up a blueprint for the project by the end of next year, with hopes that Government approval could be granted as early as 2027.

The concept of creating a man-made link between Europe and Africa first surfaced in the 1970s, popping up intermittently in election campaigns and Government agendas since then, but no tangible steps have been taken until now. Previous proposals included the establishment of a joint Spain-Morocco committee in 1979 to assess the feasibility of the plan.

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The proposed tunnel, to be drilled beneath the nine-mile stretch of water separating southern Spain from Morocco, would take inspiration from the Eurotunnel, which opened in 1994 and links Britain to northern France under the English Channel.

The Herrenknecht report, formally commissioned by the Spanish Society for Studies on Fixed Communication across the Strait of Gibraltar (Secegsa), under the Ministry of Transport, has assessed the feasibility of constructing the railway tunnel in its most complex sections, especially under the Camarinal Threshold – an area with extremely difficult geological conditions.

The most recent cost estimate for the project is €8.5 billion (£7.4 billion), according to Voz Populi.

The project, featuring two separate railway tunnels each carrying trains in one direction, is set to connect Punta Paloma in Cadiz with Morocco’s Cape Malabata, near Tangier. The tunnel would span roughly 26 miles, with nearly 17 miles of the route submerged underwater, reports the Express.

It’s also projected to reach a depth of 1,540 feet – significantly deeper than the Channel Tunnel, which only dips to 246 feet below sea level. Upon completion, the journey is estimated to take about 30 minutes by train, with the capacity to carry both passengers on high-speed AVE trains and freight.

The project faces significant technical challenges, particularly due to its location at the boundary between the Eurasian and African tectonic plates along the Azores-Gibraltar fault line, Morocco World News reports.

If given the green light, fieldwork is anticipated to commence in 2030, with the main construction phase scheduled for between 2035 and 2040. However, these dates could be subject to change.

While initial plans aimed to complete the tunnel by 2030, coinciding with the FIFA World Cup co-hosted by Spain, Portugal, and Morocco, experts have since stated that this timeline is unrealistic, given the project’s complexity and its current preliminary stage of studies.

The current proposed route, from Punta Paloma to Cape Malabata, comes after decades of discarded proposals, including an early concept for a suspension bridge. This type of connection was eventually ruled out due to the Strait’s depth, seismic activity and extreme wind conditions.

The project is being jointly managed by SECEGSA and its Moroccan counterpart, SNED (National Society for Strait Studies). Both organizations are working to establish a reliable rail connection for passengers and freight between Europe and North Africa.

The Brenner Base Tunnel, which is currently under construction, will be the longest tunnel in the world when it opens in 2032 – and it will connect Austria and Italy.

The Brenner Base Tunnel is presently being built and will link Austria and Italy together. This remarkable tunnel, destined to become the world’s longest, is due to launch in 2032.

The rail tunnel will join Innsbruck in Austria with Franzensfeste/Fortezza in Italy, bridging two nations across different time zones. Building costs are projected at 8.54billion euros (£7.4billion).

The spectacular BBT will form a cutting-edge railway tunnel spanning 55km (34 miles) in total.

BBT explained: “In May 1994, a railway bypass was opened south of Innsbruck, known as the Inn valley tunnel. This 12.7 km tunnel links to the Brenner Base Tunnel.

“Passenger and freight trains along this stretch will therefore not only travel through the Brenner Base Tunnel, but for a few kilometres, through the Inn valley tunnel as well. This line, totalling 64 kilometres, will become the longest underground railway connection in the world.”

An unusual aspect of the Brenner Base Tunnel is the “exploratory tunnel running from one end to the other.”

“This tunnel lies between the two main tunnels and about 12m below them and with a diameter of 5m is noticeably smaller than the main tubes.

“The excavations currently underway on the exploratory tunnel should provide information on the rock mass and thereby reduce construction costs and times to a minimum.

“The exploratory tunnel will be essential for drainage when the BBT becomes operational.”

Other unique railway constructions include the world’s longest train journey, which links three countries and crosses eight time zones.