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Tunnel Construction
History of Tunnels

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Welcome compendium website on:

Tunnel Construction and the History of Tunnels.

Scan down to learn more about tunnels in this order:
Tunnel Basics
The Tunnel Challenge
Central Artery/Tunnel Project (Big Dig)
Channel Tunnel (Chunnel)

Chesapeake Bay Bridge-Tunnel

Holland Tunnel
Hoosac Tunnel
London Underground
New York Third Water Tunnel
Paw Paw Tunnel
Seikan Tunnel
Thames Tunnel
Underground Canal
Useful links to sites about tunnels
Mysterious Tunnels
Grand Canyon Mystery
Crumf Burial Cave
Secret Underground Tunnels
The Four Corners
Hardscrabble Mountain
Archaeologists Find Ancient Israel Tunnels
Brian Nelson's Blue Box Reference Directory

Important words found on this website: Tunnels, Channel, Tunnel, Euro, Chunnel Construction, History, Water, Soft Ground, Rock, Mountain, Underwater, River, Artery, Railway, Railroad, Engineer, Explosives, Dynamite, Angle, Big, Dig, Archaeologists, Subterranean, Statistics, Civilizations
Scan down to learn more about tunnels.

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Tunnel Basics
With more than six million kilometers of highways and 240,000 kilometers of railways snaking across the United States, life above ground has become increasingly congested. Tunnels provide some of the last available space for cars and trains, water and sewage, even power and communication lines. Today, it's safe to bore through mountains and burrow beneath oceans -- but it was not always this way. In fact, it took engineers thousands of years to perfect the art of digging tunnels.

Ancient Roman aqueduct

Before cars and trains, tunnels carried only water.
Roman engineers created the most extensive network of tunnels in the ancient world. They built sloping structures, called aqueducts, to carry water from mountain springs to cities and villages. They carved underground chambers and built elegant arch structures not only to carry fresh water into the city, but to carry wastewater out.

Worsley Underground
Canal Tunnel

By the 17th century, tunnels were being constructed for canals.
Without roads or railways to transport raw materials from the country to the city, watery highways became the best way to haul freight over great distances.

Holland Tunnel

With trains and cars came a tremendous expansion in tunnel construction.
During the 19th and 20th centuries, the development of railroad and motor vehicle transportation led to bigger, better, and longer tunnels.

Tunnel boring machine

Today, not even mountains and oceans stand in the way.
With the latest tunnel construction technology, engineers can bore through mountains, under rivers, and beneath bustling cities. Before carving a tunnel, engineers investigate ground conditions by analyzing soil and rock samples and drilling test holes.

There are three steps to a tunnel's success.
Today, engineers know that there are three basic steps to building a stable tunnel. The first step is excavation: engineers dig through the earth with a reliable tool or technique. The second step is support: engineers must support any unstable ground around them while they dig. The final step is lining: engineers add the final touches, like the roadway and lights, when the tunnel is structurally sound.

Based on the setting, tunnels can be divided into three major types:

Section of Brunel's
tunnel shield

Soft-ground tunnels...
are typically shallow and are often used as subways, water-supply systems, and sewers. Because the ground is soft, a support structure, called a tunnel shield, must be used at the head of the tunnel to prevent it from collapsing.

Check out the forces that act on soft-ground tunnels!

Hoosac Tunnel interior

Rock tunnels...
require little or no extra support during construction and are often used as railways or roadways through mountains. Years ago, engineers were forced to blast through mountains with dynamite. Today they rely on enormous rock-chewing contraptions called tunnel boring machines.

Check out the forces that act on rock tunnels!

Tunnel segment,
Boston Harbor

Underwater tunnels...
are particularly tricky to construct, as water must be held back while the tunnel is being built. Early engineers used pressurized excavation chambers to prevent water from gushing into tunnels. Today, prefabricated tunnel segments can be floated into position, sunk, and attached to other sections.

Check out the forces that act on underwater tunnels!

The Tunnel Challenge

Digging tunnels is hot, dirty, dangerous work. Since ancient times, tunnel diggers have used different types of tools to carve through mountains and bore through oozing mud.

Now it's your turn. Choose a location, pick a tunnel-digging technique, and see how long it takes you to dig a mile-long tunnel! Remember to excavate the ground with a reliable tool and to support any unstable ground around you while you dig!

Diggers often face unexpected challenges -- and disasters -- so enter at your own risk!


Through Mountain	Beneath City	Under River

Learn about the tools
and techniques of tunneling

Central Artery/Tunnel Project (Big Dig)


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Vital Statistics:
Location: Boston, Massachusetts, USA
Completion Date: 2004
Cost: more than $10 billion
Length: 18,480 feet (3.5 miles)
Purpose: Roadway
Setting: Soft ground
Materials: Steel, concrete
Engineer(s): Bechtel, Parsons Brinckerhoff, Quaide Douglas
Some call the Central Artery/Tunnel Project in Boston, Massachusetts, the "largest, most complex and technologically challenging highway project in American history." Others consider it one of the most expensive engineering projects of all time. Locals simply call it the "Big Dig." By the time it's finished in 2004, the tunnel will be eight lanes wide, 3.5 miles long, and completely buried beneath a major highway and dozens of glass-and-steel skyscrapers in Boston’s bustling financial district. What does it take to dig a tunnel like this? A lot of hard work and a handful of engineering tricks.


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Today, engineers use special excavating equipment, called "clamshell excavators," that work well in confined spaces like downtown Boston. These special machines carve narrow trenches -- about three feet wide and up to 120 feet deep -- down to bedrock. In Boston, engineers are pumping liquid slurry (clay mixed with water) into the trenches to keep the surrounding dirt from caving in. Huge reinforcing steel beams are lowered into the soupy trenches, and concrete is pumped into the mix. Concrete is heavier than slurry, so it displaces the clay-water mix. The side-by-side concrete-and-steel panels form the walls of the tunnel, which will allow workers to remove more than three miles of dirt beneath the city.

As if tunneling beneath a city isn’t hard enough, the soil beneath Boston is actually landfill -- it’s very loose and soggy. Engineers had to devise a few tricks to keep the soggy soil from collapsing. Their solution: freezing the soil! Engineers pump very cold saltwater through a web of pipes beneath the city streets. The cold pipes draw heat out of the soil little by little. Once frozen, the soil can be excavated without sinking. Engineers also inject glue, or grout, into pores in the ground to make the soil stronger and less spongy during tunnel construction.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Central Artery/Tunnel Project (Big Dig) 18,480' (3.5 miles)

Fast Facts:

The project will excavate a total of 15 million cubic yards of dirt, enough to fill Foxboro Stadium -- where the New England Patriots football and Revolution soccer teams play -- 15 times.
Reinforcing steel used in the project would make a one-inch steel bar long enough to wrap once around the Earth at the equator.
Moving all the dirt in the tunnel will take more than 541,000 truckloads. If all those trucks were lined up end to end, they'd stretch 4,612 miles. That's the same distance from Boston, Massachusetts, to Brasilia, the capital of Brazil.
The tunnel will emerge next to the FleetCenter, home of the Boston Bruins hockey team, and will cross the Charles River under the widest cable-stayed bridge in the world, the Charles River Bridge.

Channel Tunnel (Chunnel)


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Vital Statistics:
Location: Folkestone, England, and Sangatte, France
Completion Date: 1994
Cost: $21 billion
Length: 163,680 feet (31 miles)
Purpose: Railway
Setting: Underwater
Materials: Steel, concrete
Engineer(s): Transmanche Link Engineering Firm
When England and France decided to link their two countries with a 32-mile rail tunnel beneath the English Channel, engineers were faced with a huge challenge. Not only would they have to build one of the longest tunnels in the world; they would have to convince the public that passengers would be safe in a tunnel this size. Tunnel fires, like the Holland Tunnel disaster, were common at this time. How did the engineers resolve this problem? They built an escape route.


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The Channel Tunnel, also called the Euro Tunnel or Chunnel, actually consists of three tunnels. Two of the tubes are full sized and accommodate rail traffic. In between the two train tunnels is a smaller service tunnel that serves as an emergency escape route. There are also several "cross-over" passages that allow trains to switch from one track to another. Just one year after the Chunnel opened, this engineering design was put to the test. Thirty-one people were trapped in a fire that broke out in a train coming from France. The design worked. Everyone was able to escape through the service tunnel.

It took just three years for tunnel boring machines from France and England to chew through the chalky earth and meet hundreds of feet below the surface of the English Channel. Today, trains roar through the tunnel at speeds up to 100 miles per hour and it's possible to get from one end to the other in only 20 minutes!

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Channel Tunnel (Chunnel) 163,680' (31 miles)

Fast Facts:

At the time it was being built, the Chunnel was the most expensive construction project ever conceived. It took $21 billion to complete the tunnel. That's 700 times more expensive than the cost to build the Golden Gate Bridge!
Many of the tunnel boring machines used on the Chunnel were as long as two football fields and capable of boring 250 feet a day.
When construction began in 1988, British and French tunnel workers raced to reach the middle of the tunnel first. The British won.
In the first five years of operation, trains carried 28 million passengers and 12 million tons of freight through the tunnel.

Chesapeake Bay Bridge-Tunnel


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Vital Statistics:
Location: Cape Charles and Virginia Beach, Virginia, USA
Completion Date: 1964
Cost: $200 million
Length: 89,760 feet (total length); 5,280 feet (length of each tunnel)
Type: Beam, Tunnel
Purpose: Roadway
Materials: Steel, Concrete
Engineer(s): Sverdrup & Parcel

Distinguished as an "Outstanding Civil Engineering Achievement" by the American Society of Civil Engineers in 1965, the Chesapeake Bay Bridge-Tunnel is nothing short of a modern engineering wonder. Dipping over and under open waters with a complex chain of artificial islands, tunnels, and bridges, the Chesapeake Bay Bridge provides a direct link between Southeastern Virginia and the Delmarva (Delaware, Maryland, and Virginia) Peninsula. The bridge-tunnel complex is 17.6 miles long from shore to shore, and it cuts 95 miles from the journey between Virginia Beach and points north of Wilmington, Delaware.


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The majority of the bridge-tunnel complex is above the water, supported by more than 5,000 piers. But due to the importance of shipping in the bay, the crossing was sunk deep beneath the bay in two mile-long tunnels, to allow the passage of ships. Four artificial islands, each with approximately ten acres of surface, provide the portals by which the road enters the tunnels. It’s quite an eerie experience to be driving along and see the road you’re on disappear into the bay. Millions of cars have crossed the Chesapeake Bay Bridge-Tunnel since it opened in 1965. It’s possible that many just crossed it for the thrill of it!

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Chesapeake Bay Bridge-Tunnel 89,760' (total length); 5,280' (length of each tunnel)

Fast Facts:

There is a picture of the Chesapeake Bay Bridge-Tunnel on the cover of "The Way It Is," the first album by Bruce Hornsby and The Range.
Following its opening in 1964, the Bridge-Tunnel was selected "One of the Seven Engineering Wonders of the Modern World" in a worldwide competition that included more than 100 major projects.
Since it opened in 1965, more than 67 million vehicles have crossed the Chesapeake Bay Bridge-Tunnel.
One artificial island actually has a gift shop, restrooms, and a parking lot to allow drivers to stretch, relax, and enjoy the scenic view.

Holland Tunnel


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Vital Statistics:
Location: New York, New York, and Jersey City, New Jersey, USA
Completion Date: 1927
Cost: $48 million
Length: 8,558 feet (north tube), 8,371 feet (south tube)
Purpose: Roadway
Setting: Underwater
Materials: Steel, concrete
Engineer(s): Clifford Holland
By the early 1920's, ferries across the Hudson River, the only mode of travel between New York City and New Jersey, strained to handle more than 20,000 vehicles a day. Fed up with the traffic congestion to and from the city, New York City officials decided to build an automobile tunnel under the Hudson River -- one that would double the daily traffic load across the river. The biggest challenge was ventilation. Without some way of eliminating all the poisonous carbon monoxide from the automobiles in the tunnel, most drivers would pass out before reaching the other side!


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Engineer Clifford Holland came up with a brilliantly simple solution: big fans. Inside four massive ventilation buildings on both ends of the tunnel are 84 powerful electric fans that draw fresh air into the tunnel and blow dirty air out. Each fan is 80 feet in diameter. That's almost as tall as a 10-story building!

Unfortunately, fans this big can also be quite dangerous. In 1949, a chemical truck loaded with 80 drums of carbon disulfide exploded in the tunnel, injuring 69 people and causing $600,000 in damage to the structure. The ventilation buildings actually fanned the flames of the fire. As a result, strict standards were established in tunnels throughout the world for the transportation of chemicals and explosives.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Holland Tunnel 8,558' (north tube), 8,371' (south tube)

Fast Facts:

When the tunnel opened to traffic in 1927, the toll was 50 cents, the trip took eight minutes, and 51,694 vehicles passed through on opening day. Today, the toll is four dollars, the trip can take up to an hour, and more than 100,000 vehicles pass through the tunnel daily.
The Holland Tunnel was one of the first major uses of a compressed air chamber for tunnel stability.
Since it was built in 1927, more than one billion vehicles have used the Holland Tunnel.
The Holland Tunnel was given special status as a National Civil Engineering Landmark by the American Society of Civil Engineers in 1984.

Hoosac Tunnel


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Vital Statistics:
Location: North Adams, Massachusetts, USA
Completion Date: 1873
Cost: $21 million
Length: 25,081 feet (4.75 miles)
Purpose: Railway
Setting: Rock
Materials: Brick
Engineer(s): H. Haupt & Company, Thomas Doane, Walter Shanly
In March 1853, one of the earliest tunnel boring machines ground 10 feet into the Hoosac Mountain and died, never to run again. It remained stuck in its hole for many years as a grim symbol of engineering failure. In fact, it would take several failed attempts, 200 lives and 20 years to complete the Hoosac Tunnel.


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When construction began in 1851, workers relied on gunpowder to blast through the mountain. Progress was slow as each blast produced only a few feet of shattered rock. In 1866, two tunnel blasting tools -- nitroglycerin and the compressed air drill -- were used in the Hoosac for the first time. Workers blasted faster than ever before, but not without risk. Nitroglycerine is an extremely unstable explosive. Hundreds of workers lost their lives in unexpected explosions.

The Hoosac Tunnel remains a landmark in hard-rock tunneling. Over the course of its construction, virtually every kind of tunnel digging device was used to bore through the Hoosac Mountain -- and virtually every kind of mistake was made. Thanks to these mistakes, engineers today can build longer tunnels in a fraction of the time.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Hoosac Tunnel 25,081' (4.75 miles)

Fast Facts:

Two million tons of rock were carved out of the Berkshire Mountain range to build the Hoosac Tunnel.
Twenty million bricks were used to line the tunnel walls.
The Hoosac Tunnel project took so long to complete that critics nicknamed it "The Great Bore."
Many tunnel diggers claimed to have been haunted by the ghosts of two workers who died in an unexpected blast. Even today, there are many reports of ghostly activity in the Hoosac Tunnel.

London Underground


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Vital Statistics:
Location: London, England
Completion Date: 1863 (first line)
Length: 19,800 feet (3.75 miles)
Purpose: Subway
Setting: Soft ground
Materials: Cast iron, brick
Engineer(s): Sir John Fowler
Shortly after the opening of the Thames Tunnel, Parliament authorized construction of the first subway system in the world, the London Underground. Work began in 1860 on the first stretch of the underground subway, the Metropolitan Railway. By all accounts, it was a royal mess. Tunnel diggers used the cut and cover method: they carved huge trenches in the streets, lined the trenches with brick, covered the trenches with arch roofs, and then restored the street above. This sloppy method paralyzed traffic and made canyons out of city avenues, but it was a huge success. The new subway carried more than nine million people in its first year!


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Soon, Londoners were craving more, and they got it. This time, with the help of James Henry Greathead's tunnel shield, London engineers could tunnel under the city without completely destroying the streets above. Greathead's round iron shield supported the soft soil as it moved forward and carved a perfectly round hole hundreds of feet below London's bustling city streets. Inside the shield, tunnel workers laid cast-iron segments end to end. These segments eventually formed a stiff, waterproof tube, perfect for subways. Following London's lead, New York, Boston, Budapest, and Paris soon boasted subways of their own.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



London Underground 19,800' (3.75 miles)

Fast Facts:

The earliest lines on the London Underground follow the direction of major streets and rarely pass under buildings. This is because many Londoners feared that the tunnel would undermine the foundations of the city's buildings.
The trains in the London Underground were the first to be powered by electric engines.
During World Wars I and II, the London Underground subway stations were used as air-raid shelters.

New York Third Water Tunnel


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Vital Statistics:
Location: New York, New York, USA
Completion Date: 2020
Cost: $6 billion
Length: 316,800 feet (60 miles)
Purpose: Water supply
Setting: Rock
Materials: Concrete
Engineer(s): Grow, Perini & Skanska; Lehiavone & Shea
Six hundred feet below the busy streets of New York City, engineers are boring a 60-mile-long tunnel -- the largest tunnel in America. This tunnel won’t carry cars, trains, or even people, but it will deliver 1.3 billion gallons of water daily to nine million area residents. New York City’s $6 billion Third Water Tunnel is one of the nation’s largest and most complex public works projects ever attempted.


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In 1954, New York City recognized the need for a new tunnel to meet the growing demand on its 150-year-old water supply system. Construction began in 1970 on the Third Water Tunnel, a tunnel designed to improve the dependability of New York City’s entire water supply system. The majority of the tunnel is being carved with a 450-ton, 19-foot diameter rock-chewing device called a tunnel boring machine. Unlike the older water supply tunnels in New York City, water control valves in the Third Water Tunnel will be housed in large underground chambers, making them accessible for maintenance and repair.

When completed in 2020, the size and length of the Third Water Tunnel, its sophisticated valve chambers, and its depth of excavation will represent the latest in state-of-the-art tunnel technology.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



New York Third Water Tunnel 316,800' (60 miles)

Fast Facts:

The equipment used to dig the Third Water Tunnel is the same that was used to dig the underwater Channel Tunnel, or "Chunnel," that connects mainland France to England.
The largest valve chamber in the tunnel, the Van Cortlandt Park Valve Chamber, is 620 feet long (longer than two football fields placed end to end), 42.5 feet wide, and 41 feet high.
The tunnel boring machine, which had to be lowered into the tunnel in pieces and assembled at the bottom, is capable of excavating 50 feet of rock per day at a diameter of 23 feet -- more than twice the rate previously achieved in tunnel construction through drilling and blasting methods.

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Paw Paw Tunnel


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Vital Statistics:
Location: Paw Paw, West Virginia, USA
Completion Date: 1850
Cost: more than $600,000
Length: 3,118 feet
Purpose: Canal
Setting: Rock
Materials: Brick
Engineer(s): Lee Montgomery
Before there were highways, railways, and subways, there were canals. Engineers built hundreds of canals in the United States between 1790 and 1855, the Canal Age, because they were the cheapest and most reliable form of transportation at the time. Canal construction inspired some of America's first tunnels, long before the invention of drills and explosives. The Paw Paw Tunnel, on the Maryland-West Virginia border, remains one of the longest canal tunnels from this era.


Click photo for larger image.

In 1836, Lee Montgomery, an engineer on the Chesapeake and Ohio Canal Project, estimated that construction of a 3,118-foot tunnel through the Paw Paw Ridge of the Allegheny Mountains would shorten the waterway by six miles. He also said it would take only two years to build. He was wrong. Armed only with dynamite, shovels, and picks, workers chiseled through the mountain at a painfully slow pace -- only 12 feet per week! Historic records of the ordeal are filled with stories of frequent cave-ins, bouts of unpaid wages, cholera, violence, and even murder!

Finally, in 1850, 14 years after he began, Montgomery broke through the other side of the mountain at the price of his own bankruptcy. Countless tons of coal, farm products, and manufactured goods were carried back and forth by mules and canal boats through the tunnel until 1924, when railways and highways became a more efficient mode of transportation.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Paw Paw Tunnel 3,118'

Fast Facts:

Workers removed 82,000 cubic yards of shale to build the tunnel.
The 24-foot-high tunnel is lined with six million bricks.
The tunnel took its name from the paw paw, an exotic fruit that grows on nearby ridges.
The completed tunnel was wide enough for only a single boat to pass through at a time. When a boat arrived at a tunnel entrance, a child would be sent to place a lantern at the other end to signal to oncoming boats that the tunnel was already occupied.
Today, the Paw Paw Tunnel is maintained by the National Park Service. The Chesapeake and Ohio Canal no longer runs through the tunnel, so it is possible to investigate the tunnel by foot or bicycle. Headlamps are recommended.

Seikan Tunnel


	Click photo for larger image.

Vital Statistics:
Location: Honshu and Hokkaido, Japan
Completion Date: 1988
Cost: $7 billion
Length: 174,240 feet (33 miles)
Purpose: Railway
Setting: Underwater
Materials: Steel, concrete
Engineer(s): Japan Railway Construction Corporation
In 1954, a typhoon sank five ferry boats in Japan's Tsugaru Strait and killed 1,430 people. In response to public outrage, the Japanese government searched for a safer way to cross the dangerous strait. With such unpredictable weather conditions, engineers agreed that a bridge would be too risky to build. A tunnel seemed a perfect solution. Ten years later, work began on what would be the longest and hardest underwater dig ever attempted.

Engineers couldn't use a tunnel boring machine to carve the Seikan Tunnel because the rock and soil beneath the Tsugaru Strait was random and unpredictable. Instead, tunnel workers painstakingly drilled and blasted 33 miles through a major earthquake zone to link the main Japanese island of Honshu with the northern island of Hokkaido. Today, the Seikan Tunnel is the longest railroad tunnel in the world at 33.4 miles in length, 14.3 miles of which lie under the Tsugaru Strait.

Three stories high and 800 feet below the sea, the main tunnel was designed to serve the Shinkansen, Japan's high-speed bullet train. Unfortunately, the cost of extending the Shinkansen service through the new tunnel proved to be too expensive. In fact, air travel today between Honshu and Hokkaido is quicker and almost as cheap as rail travel through the tunnel. Despite its limited use, the Seikan Tunnel remains one of the greatest engineering feats of the 20th century.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Seikan Tunnel 174,240' (33 miles)

Fast Facts:

More than 2,800 tons of explosives were used in the construction of the tunnel.
One hundred sixty-eight thousand tons of steel was used in the construction of the tunnel. That's enough steel to build four Petronas Towers!
The railway track runs 787 feet below the surface of the sea, making it the deepest railway line in the world.
During construction in 1976, tunnel workers hit a patch of soft rock with disastrous results. Water gushed into the tunnel at a whopping rate of 80 tons per minute. It took more than two months to control the flood. Luckily, no lives were lost.

Thames Tunnel


	Click photo for larger image.

Vital Statistics:
Location: London, England
Completion Date: 1843
Length: 1,200 feet
Purpose: Pedestrian/Subway
Setting: Underwater
Materials: Brick
Engineer(s): Sir Marc Isambard Brunel
By the early 19th century, London, England was a thriving city. Several bridges crossed the Thames River and more were needed, but construction of a new bridge would have brought ship and ferry traffic to a standstill. The British were rooting for a new structure: a tunnel under the Thames River. Unfortunately, the tools of the day -- explosives and power drills -- were no help for building tunnels through soft, watery ground at the bottom of most rivers. Several attempts had been made to dig a tunnel beneath the Thames River, but they were all spectacular failures. It wasn't until 1825 that a French engineer named Marc Isambard Brunel finally found a way to do it.


Click photo for larger image.

Brunel invented the tunnel shield, a giant iron box that could be pushed forward through soft, gooey soil. Diggers worked from 36 individual cells in the box and faced a wall of removable wooden planks. Each digger removed one plank at a time, scooped out about four inches of muck, then quickly replaced the board. The shield was pushed forward by hydraulic jacks, and the whole tedious process was repeated. While the iron shield held up the gooey soil, workers lined the tunnel walls with brick.

But as the tunnel progressed, so did its problems. The wooden planks were too weak to support the soft, watery soil, and the entire tunnel flooded five times. Methane and other pollutants in the soil caused unexpected explosions -- and deaths -- in the tunnel. Finally, 18 years after construction began, Brunel's tunnel shield emerged on the other side of the Thames, proving for the first time that it is possible to carve a tunnel underwater.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Thames Tunnel 1,200'

Fast Facts:

On January 12, 1828, a torrent burst through the wooden planks of the tunnel shield and completely flooded the tunnel. After the catastrophe, the Thames Tunnel remained abandoned for seven long years.
In the first 24 hours of its opening, 50,000 people walked through the tunnel.
The tunnel was originally built for carriages, but the construction of carriage access roads proved to be too expensive. So, for more than 20 years, not a single carriage passed through the tunnel. By 1965, the Thames Tunnel was converted to railway use.
Today, the Thames Tunnel is part of the London Underground, also called "The Tube."

Underground Canal


	Click photo for larger image.

Vital Statistics:
Location: Lancashire County and Manchester, England
Completion Date: 1776
Length: 274,560 feet (52 miles)
Purpose: Canal
Setting: Rock
Materials: Brick
Engineer(s): John Gilbert, James Brindley
Beneath the old county of Lancashire, England, lie miles and miles of underground canal -- 52 to be exact. Considered an engineering masterpiece of the 18th century, the "Navigable Level," as it was known in its day, serves as a monument to the area’s industrial past.


Click photo for larger image.

Francis Egerton, the third Duke of Bridgewater, wanted a canal to transport coal from his mines at Worsley to Manchester, a distance of 10 miles. He commissioned John Gilbert and James Brindley to build the Bridgewater Canal, a gravity-flow canal crossing the Irwell valley on an elevated structure supported by arches. Completed in 1761, the highly successful canal extended deep into the coal field and became a much more efficient way to transport coal from the country to the city. The Bridgewater Canal cut the cost of coal in Manchester in half.

Work started in 1759 as small teams of skilled miners cut into rock by hand, using only picks, hammers, shovels, and drills. Later on, they used gunpowder to blast through the hard ground. The canal was carved at a downward sloping angle, a design that allowed gravity to pull mining boats through the majority of the long, underground chambers. In 1776, the canal was extended an additional 30 miles, from Manchester to Liverpool. Years later, numerous side-branching canals were added, creating the longest underground canal system in the world.

Here's how this tunnel stacks up against some of the longest tunnels in the world.
(total length, in feet)



Underground Canal 274,560' (52 miles)

Fast Facts:

The water in the canal is a distinctive orange color. The discoloration is not caused by pollution, but by iron salts in the local rock, leached out by the network of underground canals.
During the height of its use, more than 100,000 tons of coal was transported through the canals every year.
Until the early 1840s, women and children dragged wicker baskets full of coal from the underground mines through the low, narrow passages to mining boats in the Underground Canal.

Here are some useful links to sites about Tunnels.

Big Dig
Interested in how engineers dig tunnels under big cities? Here you will learn more about the engineering marvels involved the construction of the Central Artery/Tunnel Project, one of the most complex tunnel projects of all time.

Holland Tunnel
The Port Authority of New York and New Jersey provides a detailed history of the construction of the Holland Tunnel, including photographs, facts, and a helpful timeline.

Hoosac Tunnel
Get the facts on the Hoosac Tunnel, check out cool pictures, and read up on the ghostly legends surrounding the old tunnel.

New York Third Water Tunnel
Ever wonder how water arrives at your sink? Get the facts on New York City's Third Water Tunnel -- one of the largest and most complex tunnel construction projects in the world.

Paw Paw Tunnel
Interested in the canal age of tunneling? The National Park Service provides a wealth of information about the Chesapeake and Ohio Canal -- the historic canal that runs through the Paw Paw Tunnel.

Seikan Tunnel
Visit the official site of the Seikan Tunnel for a detailed illustration, facts, and a short history of the longest railway tunnel in the world.

London Transport Museum
This virtual museum uncovers the story of 200 years of London and its underground transport system, the oldest in the world.

TunnelBuilder.com
Interested in finding out where the newest tunnels are being built around the world? Get weekly updates on tunnel construction all over the globe.

World's Longest Tunnel Page
Includes an extensive list of links to the world's longest roadway, railway, and underwater tunnels

Mysterious Tunnels

Strange tales of subterranean civilizations, cities and ancient technology

There is something fundamentally and primally mysterious about caves and tunnels. Maybe it's their darkness or the fact that they open into the very body of the Earth. They are invariably the subjects of adolescent adventure stories, such as the Hardy Boys, Nancy Drew mysteries, and R.L. Stine's books. And they serve as backgrounds in exciting stories directed at older audiences as well, such as Jules Verne's A Journey to the Center of the Earth and the Indiana Jones films. Tunnels represent the unknown and touch the fears that reside deep in the primitive human subconscious.

I've come across several sites on the Web that tell what some believe are true stories of vast underground networks of tunnels. And they are no less mysterious and fantastic than those used as settings in the fictional tales mentioned above.

It's not that the tunnels merely exist and are unknown to most people, it's what they contain, who built them, and why – and that takes us into the deepest recesses of the unknown.

People who claim to have first- or second-hand knowledge or experience with these tunnels make many astonishing claims: that they contain long-lost cities; that they are inhabited by advanced civilizations – perhaps the descendents of Atlantis; that they are bases for extraterrestrials and their flying saucers; that they are bases for secret government installations. The government no doubt has top-secret military installations deep within mountains and perhaps underground, but this, of course, is the least fantastic of the stories.

Here are highlights of some of the more extraordinary claims. Since these stories come without photos or any other kind of verification, consider them skeptically. In any case, they are fascinating.

Grand Canyon Mystery

The April 5, 1909 edition of The Phoenix Gazette carried a story entitled "Explorations in Grand Canyon." According to the article, a man named G.E. Kinkaid made an astonishing discovery while on an expedition, sponsored by the Smithsonian Institute, in the Grand Canyon. Among his findings:

A mammoth chamber about 1,480 feet underground from which radiates dozens of passageways "like the spokes of a wheel."
Several hundred rooms, some of which contain artifacts such as weapons and copper instruments of a kind that have never been known to be native to the Americas.
A crypt containing mummies - all adult males - wrapped in a bark fabric.
A shrine containing a Buddha-like idol sitting cross-legged with a lotus flower in each hand.
Stone tablets on which are carved mysterious Egyptian-like hieroglyphics.

The article also mentions a legend of the Hopi Indians that says their ancestors once lived in an underworld in the Grand Canyon.

Crumf Burial Cave

In 1892, Frank Burns of the U.S. Geological Survey reported that he found strange coffins in the Crunf Cave along the southern branch of the Warrior River in Murphy's Valley, Alabama. The wooden coffins appeared to be hollowed out by fire, then chiseled with stone or copper tools. Each coffin was 7.5 feet long, 14 to 18 inches wide, and 6 to 7 inches deep. The lids were open on each empty coffin. The specimens were sent to the Smithsonian, which suggested the coffins might actually be troughs. In any case, the museum lost the artifacts.

www.hollowearth.com Reprint of July 01, 2001 - 23:29
Secret Underground Tunnels Past & Present: Part II
A Closer Look
As I pointed out in the previous report in this series, the origin of at least some of the Ancient Americans of North America lays to the South. We also know of the Ancient tunnels to be found in Mexico and Central and South America. But, do we find evidence of these ancient tunnels in the United States?
In Native American Myths & Mysteries (1991) by Vincent H. Gaddis in chapter IV titled Tunnels of the Titans we find.
“Throughout all the Americas there are legends of archaic avenues, racial memories of subterranean passages stretching for miles. After the great cataclysm the ancestral North Indians lived in the vast cavern complex until it was safe to return to the upper world. The story is spread through many tribes, from the kivas of the Pueblos to the lodges of the Blackfeet, from the campfires of the eastern woodland tribes before their dispersion.

“The Mandans of the northwestern states, some of whom had blue eyes and silky hair … They said the first man to emerge from the tunnels were the Histoppa or the “tattooed ones.” Having left safety too soon, they perished. The rest, who remained below, waited until a bright light dispelled the darkness on the surface…”

“The Apaches’ have a legend that their remote ancestors came from a large island in the eastern sea where there were great buildings and ports for ships. The Fire Dragon arose, and their ancestors had to flee to mountains far away to the south. Later they were forced to take refuge in immense and ancient tunnels through which they wandered for years…” (Page 39).

As we can see, many of these early Americans knew of these ancient tunnels. Could these tunnels have anything to do with the modern tunnels we have heard so much about in the last few years?

One of the areas rumored to have an underground complex and tunnels and is off limits to most people is the area around White Sands Missile Range in New Mexico.
David Hatcher Childress in his beautifully written Lost Cities of North & Central America (1992) descries the secret headquarters of Apache Chief Victorio.

“Victorio Peak and Hard Scrabble Peak, as well as Geronimo Peak, were all honeycombed with tunnels, caves and secret entrances. The Hard Scrabble entrance led down a flight of steps to an underground river. The last step was booby traped with a deadly arrow device. It is all like out of some 40s cliffhanger serial,” (Page 313).
*Please note below a letter I received concerning Hard Scrabble
Mr. Childress writes of his talk with Richard Dannelly, a local resident of Sedona, Arizona and author of the book Sedona, Power Spot Voltex. Dannelly told him, “Some friends of mine had discovered a tunnel that goes underground for quite a distance in the Superstition Mountains. (For another story of underground tunnels and a possible Big Foot connection in these same mountains read Big Foot, the Abominable Sandman, Nessie and The People who live Under Mt. Shasta on the Home Page).

Yet every time they tried to explore the cave, a strange fear and feeling of dread would overtake the whole party, and they would always turn back.”    They were sent to a psychic who told them of a man who would lead them into the tunnel without fear. “With this man as their guide they were able to penetrate further into the tunnel…” Deep inside … “the remains of ancient structures and walls made out of well dressed rock were found. They then discovered at this place a spiral staircase built out of cut stones that down, down, down, down into the earth.
“After some discussion, it was decided that their guide should descent the stairs …

He did so, following the staircase into the deep bowels of the earth. After some tome, he came to a large room with more cut stone. A gigantic rock-cut throne, big enough for a giant, or two people sitting together, was in the middle of the room.

“Artifacts were on the walls, though (he didn’t) know what they were. The man returned up the staircase and reported what he discovered. The others tried to convince him to return to the room and bring some of the artifacts back up, but he refused. The team then left the tunnel, and today the entrance is still a secret.” (Pages 308-309).
Due to coverage on the nationally long running NBC series Unsolved Mysteries most of us are familiar with the story of Doc Noss and the Lost La Rue Mines. David Hatcher Childress covers the story in depth in Lost Cities of North and Central America (1986).
He sites a book,“100 Tons of Gold (1978) by David Chandler.

Chandler wrote, “In 1937 a half-Indian podiatrist named Doc Noss discovered a cache of Apache gold on what is now the White Sands Missile Range … Much of the treasure was in the form of hundreds of stacked gold bars, plus other artifacts, such as swords, goblets, crowns, statues and other things … Doc Noss was shot and killed by his partner Charlie Ryan in March of 1949 … Noss was known to have taken at least 88 bars of gold out of the hidden tunnels inside the mountain.” (Pages 309-310).

Childress continues this revealing report; “Because of an article published in the November, 1968 issue of True Treasure magazine there was renewed interest in the fabulous treasure, and a prospector named Harvey Snow was approached by three ranchers who lived in the area west of the Victorio Peak site. Snow had spent 25 years exploring the entire White Sands area, and the ranchers felt that Snow could lead them into the treasure area, bypassing the Army patrols that guarded the missile range.”

Because of a story told Snow many years before by a cowboy who had followed Doc Noss to a hidden tunnel, he believed that the treasure was not at Victorio Peak, but on another peak, Hard Scrabble Peak which was also on government property.

As Mr. Childress tell us; “Snow’s incredible story is then related by Mr. Chandler; “On the second day I found the cave with the sloping steps. I went down the steps; down and down. I don’t know how far. I estimated maybe thirteen hundred or fourteen hundred steps. The bottom step, the last one was rounded at the bottom so that when you stepped on it, it would roll. It was tied to a bow and arrow with rawhide, but the rawhide had rotted a long time ago. I got in there.” (Page 310).

At the bottom of the steps Snow described a big room with a stream of hot water running through it. Snow followed the tunnel from room to room; sometimes the tunnel would become so narrow that he had to get down on his hands and knees. In one room Snow Reported “I found some things. I found small stacks … one of gold, one of copper and one of silver.”

“”I figured I would come back for that and went on. I next came to a big room. Here there were a bunch of side tunnels running north and south. They were all natural, nothing man made. Here where they intersected, they made a big W. I did not go down these tunnels, I stayed with the stream going west … At the far end of the main room I found some things I cannot tell you about…”” (Page 311).

“Snow’s story is fascinating and virtually unbelievable to most people. He walked 14 miles in an underground tunnel. The 1400 steps or so that he walked down to the subterranean river must have been a good 800 or 900 feet below the entrance. The tunnel was crossed at least in one spot by another tunnel running at a right angle to the one he was following.” (Pages 113-114).

As we can see from these reports, there exists under the White Sands New Mexico area an extensive system of lengthy tunnels that have been there for ages. It seems to me that if the government wanted underground bases they would make use of these existing tunnels, yet modern researchers never seem to even hint of their existence. Why not?
Mr. Childress made a telling observation concerning government involvement;

“The gold that was at one time stored in Victorio Peak has been seized by the U.S. government, particularly the Army and the CIA.” And I thought the CIA was concerned with foreign intelligence. Where’s the connection? The Inner Beings perhaps?

“The Army was known to have bulldozed the peak out, and even place a steel door over the entrance to the mountain … The Army assured the state that there was no gold in Victorio Peak and never has been.”
“Never-the-less Chandler shows that a top secret operation took place at White Sands Missile Range on August 10, 1961. On this date the Secret Service, with the help of certain Army personnel at the range recovered the gold, and moved it to various locations for various purposes.”

These claims are backed up by, of all people, Former White House counsel, John Dean in his book Blind Ambition (1976). In it he told of CIA operations dealing with bars of gold. “Egil Krogh had described to me how, when he was bored with his deskwork, he had carried bars of gold bullion through Asia’s ‘Golden Triangle’ in CIA planes and bargained with drug chieftains … The gold bars used in these illegal, clandestine operations allegedly came from the tunnel system inside of Victorio Peak.” (Pages 314-315).

Besides furnishing our corrupt government with the finances to destroy a generation of Americans with dangerous drugs, the bastards had a large tunnel system in place. It stands to reason that this is one of the systems they are using for their nefarious and black deeds. When will the American people wake up to the fact that there are a lot of horrible things going on … right below our feet?

The Four Corners

Another popular place for talk of underground activity is the area known as the Four Corners. This is the place where Utah, Colorado, Arizona and New Mexico meet to share a common border. According to intelligence reports from several of my sources there are “at least six underground facilities in this area,” This is also the area where a large number of people died a “mysterious” death a few years back. Are there connections?

This harsh but beautiful arid land is also where the government decided to place several Indian Reservations. However, the Hopi Indians have been in this area as long as they can remember and luckily for us, their history of origin contains important details not found in the memory of other tribes.

The Hopi believe that this world we live in is the Fourth World and the other three are inside the earth. In stages, and through many hardships, they emerged from a hole called Sipapu, entrance to the Hopi underground. Bruce A. Walton tells us in A Guide to the Inner Earth (1983): “It is a sacred place of pilgrimage for the Hopi, at the bottom of the Canyon of the Little Colorado above it’s junction with the Colorado River.” (Page 66).

But, unlike most of the emergence stories of the other clans, the Hopi describe the city near from which they came. This city is called Palitkwapi, meaning “legendary Red City of the South.” It is interesting to note that Frank Waters tells us in The Book of the Hopi (1965) “No one knows where Palatkwapi might have been. Some of our Hopi spokesmen, who are able to read Hopi meanings from symbols and pictographs carved on Mayan stelae and temple walls, believe that the center of the Mayan Old Empire, Palenque, in Chiapas, Mexico was the Hopi legendary city of Palatkwapi.” (Notes: Page 68).

In support of this theory of Palatkwapi being the same city as Palenque browse through any of the many National geographic magazines containing photos and paintings of the mysterious Mayan ruins and it won’t take you long to realize that the Ancient Mayan cities were predominantly bright red. And if you’ll read Plasma Guns & Sub-riders in THEI Volume 1 #3, you’ll find my research concerning Lord Pacal. Lord Pacal was sent from Valum Chivin (the underworld) to Valum Votan (the upper world) and there he founded the city of Palenque. This we see gives us a direct link of unbroken evidence of a migration of people northward from the Inner Lands.
Summary
By the use of thugs and murders, after Queen Isabelle and Columbus double-crossed the elitist the “Keepers of the Secret” tried to destroy the true history of the origin of many Native Americans. However, by studying the oral history of these wise people we find that they came from the Inner Lands. Before the controllers got their hands on the truth and completely covered it over it a few American Archaeology books were written which tell the true story of people migrating south to north.

We have traced the Hopi tribe from their emergence near the ancient Mexican town of Palatkwapi/Palenque their present home in the Four Corners. We have looked at many accounts of underground passages in the Four Corners and the White Sands area of New Mexico. Accounts recorded long before today's researchers started sending out reams of reports proving the government has control of underground facilities in these and other areas of the world, yet not a word on the possible origin of the ancient underground excavations. But, using what we know of these underground passageways, we can safely state that they were probably the trade routes connecting the Inner World with the Outer world.

Hardscrabble Mountain
*In reading your section on tunnels in various places, I came across mention of tunnels in Victorio Peak--which is true---Because I have beeninside many of them-----but, unfortunately, none of them went very
far--------However, the main thing that caught my eye was your mention of Hardscrabble Mountain and it's alleged tunnel system---------I say ' alleged' because the story is not true !   There is no cave with 1400
steps descending inside Hardscrabble ! I know this for a fact----it makes a nice story ( fantastic and entirely fictitious ) It comes fromthe supposed experience of Harvey Snow-----and it is a fabrication !!
In the first place, the cave is NOT in Hardscrabble ------In the second place, Harvey did not know in which mountain it was located ! He had NEVER been inside it !    I knew Harvey ( now deceased ) and he admitted
to me that he really did NOT know where it was---- I know the man who does know, because I have been there with him---and nobody knows exactly how many steps there are, because no-one is known to have gone all the
way to the bottom   !      I know it is a small thing---but I just wanted you to know that in the case of that particular mountain, there is no fabulous tunnel system-------The actual cave is on a mountain so
small it has no name---and it is about 4 or 5 miles south of Hardscrabble------My name is inside the cave !   ( along with others ) Just thought you ought to know-----
                                           Dr. Oren Swearingen

Archaeologists Find Ancient Israel Tunnels

Archaeologists in Israel Find Ancient Tunnels From Jewish Revolt Against Romans Nearly 2,000 Years Ago

This undated but recent photo made available by the Israeli Antiquities Authority Monday March 13, 2006, shows an aerial view of the archaeological excavation site in Kfar Kana in northern Israel. Archaeologists said Monday they have uncovered underground chambers and tunnels constructed in northern Israel by Jews for hiding from the Romans during their revolt in A.D. 66-70. (AP Photo/Israeli Antiquities Authority)

By LAURA RESNICK

JERUSALEM Mar 13, 2006 (AP)— Underground chambers and tunnels used during a Jewish revolt against the Romans nearly 2,000 years ago have been uncovered in northern Israel, archaeologists said Monday.

The Jews laid in supplies and were preparing to hide from the Romans during their revolt in A.D. 66-70, the experts said. The pits, which are linked by short tunnels, would have served as a concealed subterranean home.

Yardenna Alexandre of the Israel Antiquities Authority said the find shows the ancient Jews planned and prepared for the uprising, contrary to the common perception that the revolt began spontaneously.

"It definitely was not spontaneous," Alexandre said. "The Jews of that time certainly did prepare for it, with underground hideaways here and in other sites we have found."

The underground chambers at the Israeli Arab village of Kfar Kana, north of Nazareth, were built from housing materials common at the time and hidden directly beneath the floors of aboveground homes giving families direct access to the hideouts. Other refuges found from the time of the revolt are hewn out of rock.

"This construction was very well camouflaged inside one of the houses," Alexandre said. "There are three pits under this house and one tunnel leading to another pit. There are 11 storage jars in that pit."

Built like igloos, the chambers are wide at the base and small at the top. The tunnels between them are short and the ceilings are too low for standing upright.

Zeev Weiss, a professor of archaeology at Hebrew University in Jerusalem not connected to the discovery, said the find "can give us more information about life in the Galilee in the first century and the which was the largest city in the Galilee at the time of the revolt.

The Jewish revolt against Roman rule ended in A.D. 70, when the Romans sacked Jerusalem and destroyed the Second Temple.

The ancient Jews at the Kfar site built their houses over the ruins of a fortified Iron Age city, reusing some of the stones from the original settlement. Then they dug through 5 feet of debris from the ruins to build their hideaway complex. "It was quite a lot of

work," Alexandre said.

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