By Terry Gourvish
Commissioned via the cupboard workplace and utilizing hitherto untapped British govt documents, this ebook offers an in-depth research of the winning undertaking of 1986-94. This is a shiny portrayal of the complexities of quadripartite decision-making (two international locations, plus the private and non-private sectors), revealing new insights into the function of the British and French Governments within the approach. this crucial e-book, written through Britain’s major shipping historian, may be crucial interpreting for all these drawn to PPPs, British and European economic history and diplomacy. The construction of the Channel Tunnel has been considered one of Europe’s significant tasks and an affidavit to British-French and public-private area collaboration. despite the fact that, Eurotunnel’s present monetary trouble presents a sobering backcloth for an exam of the British Government’s long term flirtation with the undertaking, and, particularly, the sooner Tunnel undertaking within the Sixties and early Seventies, which was once deserted by means of the British executive in 1975.
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Extra info for Britain and the Channel Tunnel (Government Official History Series)
The geological surveys, incorporating new ‘sonar’ techniques, confirmed the opinion of the French engineers in 1875–6 that the lower chalk stratum was continuous. 8 million for railway installations, and £20 million for terminal stations and rolling stock. 2 million to the cost, while the cost of financing the construction was put at a further £20 million, making £129–32 million in all. 1). 1 CTSG scheme, 1960: proposed alignment. 0 m. 2 m. for French road improvements. 0 m. would be required for terminal stations by 1980.
55 At the Cabinet meeting on 23 July, Watkinson was able to state that the tunnel ‘seems feasible from the geophysical and engineering point of view, and shows a reasonable prospect of paying its way’. 56 They also assessed the prospects for funding, in particular from the Suez Co. 57 Their tentative conclusions represented a considerable softening in attitudes. The tunnel was expected to bring trading advantages by offering new services at lower rates, and there would be no objection to it if it remained a privately-funded venture.
5 In the post-NATO world, the western military establishment seemed to be more positive than negative. 7 In the more public arena, most commentators agree that 16 February 1955 was a defining moment. In the Commons Mallalieu asked the Minister of Defence, Harold Macmillan, ‘to what extent strategical objections still prevent the construction of a road-rail tunnel under the Channel from England to France’. 8 By 1959 the British Chief of the Defence Staff was able to brief his Minister that ‘the military advantages of a Channel tunnel now slightly outweigh the disadvantages .