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Transatlantic tunnel

A transatlantic tunnel is a theoretical undersea infrastructure project designed to span the Atlantic Ocean, connecting major cities in North America, such as New York, with those in Europe, such as London, over a distance of approximately 3,400 miles (5,500 km), primarily to facilitate high-speed mass transit via advanced rail technologies like magnetic levitation or vacuum-tube trains traveling at speeds up to 5,000 mph (8,000 km/h).^[1]^[2] The concept of a transatlantic tunnel has roots in late 19th-century speculative engineering and science fiction, with early ideas emerging around 1895 when Michel Verne, son of author Jules Verne, proposed a pneumatic tube system for rapid transoceanic travel in his novel Un Express de l'Avenir.^[3] Further historical proposals in the early 20th century explored submerged or floating structures, though none advanced beyond conceptual stages due to technological limitations of the era. Interest waned mid-century but revived in the 1970s with Swiss professor Marcel Juffer's studies on vacuum train concepts, building on earlier pneumatic transport concepts dating back to 1799 by George Medhurst. Modern proposals, often featured in engineering documentaries and thought experiments, envision designs such as prefabricated floating tubes anchored to the seabed, submerged tunnels at depths exceeding 27,000 feet (8,200 meters), or bedrock-buried routes to withstand oceanic pressures up to 800 atmospheres.^[1]^[2] These would enable travel times of less than one hour from New York to London, drastically reducing current transatlantic journeys that take 7-15 hours by air or longer by sea.^[2] The idea resurfaced in media discussions in late 2024, highlighting potential hyperloop integration but with no new commitments as of 2025. However, feasibility remains highly speculative, with experts citing insurmountable challenges including extreme water pressure, seismic activity along the Mid-Atlantic Ridge, ventilation and power supply over vast distances, and construction timelines potentially spanning centuries using current boring technology.^[1] Estimated costs for such a project hover around $20 trillion, dwarfing the $16 billion (in 1994 dollars) Channel Tunnel, which spanned just 23.5 miles (38 km) and took six years to complete, highlighting the scale as potentially 100 times greater in length and complexity.^[1] While hyperloop prototypes in places like India and China demonstrate progress in vacuum train tech, no government or international body has committed to funding, and ecological impacts on marine ecosystems pose additional barriers. Engineers like Bill Grose of the Tunnel Development Association describe the obstacles as "fairly insurmountable" without revolutionary advances in materials and autonomous machinery.^[1]

Overview

Concept and Purpose

A transatlantic tunnel is envisioned as a hypothetical undersea or floating passageway designed to provide a fixed infrastructure link between North America and Europe, spanning the Atlantic Ocean for high-speed rail or vehicle transport.^[4]^[1] This concept proposes a continuous tube structure, often a floating or semi-submerged design at 150-300 feet below sea level and anchored to the seabed via tension cables, to facilitate direct intercontinental connectivity without reliance on ships or aircraft.^[4] The primary purposes of such a tunnel center on revolutionizing global transportation by slashing transatlantic travel times—from days via sea voyages or several hours by air to potentially under one hour—while fostering enhanced trade, tourism, and economic integration between the two continents.^[4]^[1] By enabling rapid, reliable movement of passengers and freight, it aims to strengthen business ties and cultural exchanges, ultimately promoting greater economic interdependence across the Atlantic.^[4] Drawing inspiration from proven undersea engineering feats like the Channel Tunnel—which connects England and France over a 50.5 km (31.4 mile) distance, including 37.9 km (23.5 miles) underwater—the transatlantic version scales this up dramatically to cover roughly 3,000-4,000 miles, adapting similar tunneling principles to oceanic depths.^[5]^[4]^[1] Operationally, the tunnel would feature enclosed tubes to carry passenger and freight trains at velocities from 300 mph in conventional setups to as high as 5,000 mph in vacuum-assisted systems, allowing seamless, high-capacity transit between major hubs like New York and London.^[4]^[1]

Potential Routes and Specifications

The most frequently proposed route for a transatlantic tunnel connects New York City in the United States to London in the United Kingdom, spanning approximately 3,460 miles (5,570 kilometers) across the Atlantic Ocean.^[1]^[6] This path is prioritized due to the cities' status as global economic and transportation hubs, facilitating high-volume trade and passenger traffic between North America and Europe. Alternative routes have been conceptualized to optimize distance or geopolitical alignment, such as from New York to Paris (roughly 3,630 miles or 5,840 kilometers).^[7]^[8] The tunnel's specifications would account for the Atlantic Ocean's average depth of 12,000 feet (3,646 meters), with designs varying between floating tubes at shallow submersion depths (150-300 feet) anchored to the seabed and deeper bedrock-buried options to manage hydrostatic pressures up to ~400 atmospheres in deep sections.^[9]^[1] Travel times are estimated at around 41 minutes for the primary route at sustained speeds of 5,000 miles per hour (8,000 kilometers per hour) in vacuum-tube or maglev trains, though some proposals cite 54 minutes assuming acceleration and deceleration phases.^[1]^[6] Designs incorporate multi-track configurations to support bidirectional travel, allowing for efficient passenger and freight movement while minimizing congestion in this hypothetical high-capacity corridor.^[1]

History

Early Concepts

The successful laying of the first transatlantic telegraph cable in 1858, although operational for only a few weeks before failing, proved that engineered structures could span the vast Atlantic Ocean floor, fueling speculative ideas for more ambitious links like tunnels between Europe and North America.^[10] This achievement shifted perceptions of oceanic barriers from insurmountable to potentially conquerable, inspiring engineers and visionaries to envision rail or tube systems that could transport passengers and goods directly across the seabed. The earliest documented conceptual proposal emerged in 1895 with Michel Verne's short story "An Express of the Future," published in The Strand Magazine (initially misattributed to his father, Jules Verne).^[11] Verne described a pneumatic tube system prefabricated in sections and laid on the ocean floor similar to telegraph cables, propelled by compressed air to carry rail cars from London to New York in under a day, achieving speeds far beyond contemporary ships.^[12] This vision drew directly from emerging pneumatic dispatch technologies used for mail in cities and the proven method of cable deployment, proposing a shallow seabed route to minimize depth-related risks. In the 1910s, the idea evolved through literature into more detailed engineering speculations, most notably in Bernhard Kellermann's 1913 German novel Der Tunnel (translated as The Tunnel), which portrayed the construction of a steel-lined rail tunnel bored through the seabed connecting England to the United States.^[12] Kellermann's narrative emphasized modular steel tube sections anchored to the ocean bottom for structural integrity, allowing trains to traverse the 3,000-mile distance, and explored the project's geopolitical and economic implications as a pathway to global unity.^[13] Contemporary discussions highlighted profound technical barriers, including the inadequacy of 19th- and early 20th-century materials like wrought iron or early steel to withstand hydrostatic pressures exceeding 400 atmospheres at average Atlantic depths of 3,000–5,000 meters, as well as the lack of reliable propulsion systems capable of sustaining long-haul travel without frequent stops.^[12] These concepts remained purely theoretical, constrained by the era's limited understanding of deep-sea geology and metallurgy.

Mid-20th Century Proposals

Following World War II, post-war engineering optimism fueled renewed interest in grand infrastructure projects, building on early concepts of undersea links as foundational inspiration. In the 1940s, proposals emerged for submerged floating tubes anchored to the seabed, leveraging advances in materials science and naval engineering to create buoyant structures that would avoid the need for extensive seabed excavation. These ideas envisioned prefabricated steel or concrete tubes filled with air for buoyancy, towed into position, and secured with cables to withstand ocean currents and pressures.^[14] By the 1960s and 1970s, feasibility studies gained traction amid Cold War-era technological confidence. French engineers, drawing from concurrent Channel Tunnel planning, contributed parallel analyses, proposing scalable designs using prefabricated sections sunk into trenches or floated in place to connect Europe and North America, emphasizing modular assembly to reduce on-site risks. The Channel Tunnel's 1960s engineering blueprint, including immersed tube techniques and cross-channel rail specifications, directly influenced these transatlantic concepts by demonstrating viable methods for underwater fixed links over shorter distances, inspiring adaptations for oceanic depths.^[14]^[15] Interest revived in the 1970s with Dutch engineer Marcel Juffer's studies on vacuum train applications for transatlantic travel, building on pneumatic concepts.^[3] Refinements in the 1980s addressed seismic vulnerabilities along the Mid-Atlantic Ridge, incorporating earthquake-resistant designs with flexible joints and anchored segments conforming to the seabed's contours, informed by seismological data from global monitoring networks. These mid-century efforts highlighted a shift from speculative visions to engineering blueprints, though economic and geopolitical hurdles prevented advancement.^[14]

Modern Developments

In the 1990s, researchers at the Massachusetts Institute of Technology (MIT) conducted key experiments with vacuum tube systems, achieving speeds of 1,000 mph for model trains in a 1,000-foot test pipe, which informed early computational models for ultra-high-speed oceanic transit.^[15] Building on this, MIT professors Ernst Frankel and Frank Davidson led analyses in the 2000s that utilized computer simulations to optimize potential routes for a submerged maglev tunnel, recommending depths of 500-700 feet to mitigate risks from icebergs and ocean currents while linking New York to London or other European hubs.^[15] These studies projected construction costs near $200 billion and operational speeds of 300-400 mph, with theoretical extensions to 1,200 mph in near-vacuum conditions.^[15] The 2010s saw a revival spurred by Elon Musk's 2013 Hyperloop whitepaper, which popularized low-pressure tube transport and prompted extensions of the concept to transatlantic scales, including tests by Hyperloop One in Las Vegas for vacuum maglev viability.^[15] By 2019, the Maritime Research Institute Netherlands (MARIN) advanced practical testing through scale models of an underwater hyperloop tunnel, evaluating hydrodynamic stability and structural resilience for transatlantic applications.^[16] The 2024-2025 period brought heightened buzz around vacuum-assisted designs, with a December 2024 proposal outlining a New York-to-London link spanning 3,400 miles, enabling 54-minute journeys at 5,000 mph via evacuated tubes to eliminate air resistance.^[17]^[2] This concept, resurfacing amid Hyperloop progress, carries a speculative estimated price tag of $20 trillion and envisions prefabricated tube segments floated into position before submersion.^[17]^[1] Ongoing efforts by bodies like MARIN and the Institution of Civil Engineers integrate sustainability, prioritizing electric propulsion for reduced emissions relative to transatlantic flights and resilient materials to withstand deep-sea pressures up to 800 bars.^[16]^[1]^[18]

Proposed Technologies

Conventional Submarine Designs

Conventional submarine designs for a transatlantic tunnel envision a fixed, buried infrastructure consisting of prefabricated tube sections made from reinforced concrete or steel, placed into dredged trenches on the Atlantic Ocean floor. This immersed tube method involves constructing segments onshore or in dry docks, floating them to the site, and sinking them into position using precise ballasting to control depth and alignment.^[19] The approach draws from established undersea engineering practices, adapting techniques proven in projects like the 6.7 km Hong Kong–Zhuhai–Macau Bridge sea tunnel, where segments up to 180 m long were immersed in water depths of 40 m.^[20] To ensure stability against ocean currents and sediment movement, the tubes would be anchored with concrete ballast weights integrated into the segments or additional seabed fixings, similar to stabilization methods in submarine oil and gas pipelines. These pipelines, often laid in trenches and coated for corrosion resistance, demonstrate reliable long-term performance under high hydrostatic pressures, with welded joints and flexible gaskets providing watertight seals rated for decades of service.^[21] Segmentation allows for modular assembly, with units potentially spanning 100–200 m each to facilitate transport and immersion, backfilled with seabed material post-installation to protect against environmental loads.^[1] Within the air-pressurized interior, propulsion would rely on conventional magnetic levitation (maglev) trains, operating at speeds of 186–373 mph (300–600 km/h) to balance efficiency and passenger comfort without requiring evacuation. Current maglev prototypes, such as China's CRRC model, achieve test speeds up to 600 km/h (373 mph) in atmospheric conditions, enabling a 3,400-mile (5,500 km) New York–London journey in approximately 9–11 hours.^[22] Pressure sealing technologies for the tunnel draw directly from submarine pipeline engineering, where external pressures exceeding 100 atmospheres are managed through multi-layer coatings and hyperbaric welding, ensuring structural integrity over extended lengths.^[23] While vacuum environments could enhance speeds beyond this range, conventional designs emphasize scalability using mature infrastructure technologies.^[1]

Vacuum Tube Systems

Vacuum tube systems, also known as vactrains or hyperloop-style designs, propose transporting passengers across the Atlantic Ocean in evacuated tubes to minimize air resistance and achieve ultra-high speeds. These systems utilize magnetic levitation (maglev) technology within low-pressure tunnels submerged or anchored beneath the ocean surface, enabling theoretical velocities of 3,000 to 5,000 mph. This approach drastically reduces travel time between major cities like New York and London to under an hour, far surpassing conventional rail or air travel. As of 2025, hyperloop technology is advancing toward demonstration projects in Europe, though challenges persist following the 2023 bankruptcy of Hyperloop One.^[24] The transport mechanism relies on sealed, pressurized pods or capsules that carry 20 to 50 passengers each, isolated from the near-vacuum environment of the tube. Propulsion is provided by linear induction motors distributed along the tube, which accelerate the pods smoothly while minimizing energy loss due to friction. These pods are supported by magnetic fields for levitation, ensuring contactless travel and high efficiency over the approximately 3,400-mile route.^[25] Maintaining the low-pressure conditions essential for these speeds involves powerful vacuum pumps that sustain a near-vacuum level of approximately 100 Pa (0.001 atm) within the tube, preventing aerodynamic drag from impeding motion. Airlock stations at the tunnel endpoints facilitate safe entry and exit for pods, allowing them to transition from atmospheric pressure without compromising the system's integrity. This pressure management draws from established vacuum engineering principles adapted for long-distance applications.^[25] The conceptual foundation for transatlantic vacuum tube adaptations was significantly influenced by the 2013 Hyperloop Alpha whitepaper, which outlined a scalable framework for partial-vacuum tube transport originally proposed for shorter routes but extended in subsequent engineering studies to oceanic spans.^[25]

Floating and Hybrid Concepts

Floating concepts for a transatlantic tunnel primarily revolve around submerged floating tunnels (SFTs), which utilize buoyancy to maintain the structure at a predetermined depth, typically around 50 meters (approximately 164 feet) below the ocean surface to evade surface vessel traffic while minimizing exposure to extreme wave forces.^[26] The tunnel's neutral buoyancy is achieved by designing the tube's density to match that of the surrounding seawater, allowing it to "float" without requiring seabed support across its length.^[27] Stability against ocean currents, waves, and tidal movements is provided by tethering the structure to anchors or cables secured to the seafloor, with these restraints engineered to absorb dynamic loads and prevent excessive motion.^[28] These designs draw from Norwegian engineering efforts to span deep fjords, where early SFT prototypes were conceptualized in the late 20th century, such as the 1980s Høgsfjord project that demonstrated feasibility for crossings up to several kilometers.^[28] Scaling such systems to transatlantic distances—over 3,000 miles—remains theoretical but leverages the same principles, with prefabricated tube sections assembled and ballasted on-site before deployment.^[29] For material selection, lightweight composites like carbon fiber reinforced polymers (CFRP) are favored due to their high strength-to-weight ratio, corrosion resistance, and flexibility to accommodate hydrodynamic stresses from currents.^[30] CFRP cables or reinforcements in tethers further enhance durability in marine environments.^[31] Hybrid concepts integrate floating mid-ocean sections with partially submerged or elevated segments near coastlines, where the tunnel may transition to surface bridges or shallower immersions to facilitate connections to existing infrastructure.^[32] This approach, inspired by ongoing Norwegian projects like the Sognefjord crossing proposed in the 2010s, allows for optimized routing around shallower coastal waters while maintaining buoyancy in deeper zones.^[33] Recent 2020s discussions have explored hybrid floating-vactrain systems, where low-pressure tubes within the SFT could support high-speed maglev vehicles, though these remain in early conceptual stages without detailed engineering validation.^[1] In contrast to fully submerged alternatives, floating hybrids prioritize surface accessibility for maintenance and reduce the need for deep-water anchoring.^[26]

Engineering Challenges

Geological and Oceanic Obstacles

The Atlantic Ocean's floor presents formidable geological barriers to constructing a transatlantic tunnel, primarily due to the Mid-Atlantic Ridge and extensive abyssal plains. The Mid-Atlantic Ridge, a divergent plate boundary spanning over 16,000 kilometers, features rugged underwater mountains formed by seafloor spreading and frequent volcanic eruptions, which would severely complicate trenching or anchoring operations along potential routes.^[34] Adjacent to these elevated terrains lie the abyssal plains, vast flat expanses covering about 70% of the ocean floor at depths ranging from 3,000 to 6,000 meters (approximately 3 miles deep), where thick sediment layers and uniform low relief hinder precise excavation and stable foundation placement for tunnel segments.^[35] Seismic activity further exacerbates these challenges, particularly along the Mid-Atlantic Ridge, where tectonic spreading and earthquakes could displace or fracture submerged tunnel structures over the 5,000+ kilometer span. Oceanic seismicity in the central Atlantic poses risks of differential movement that would strain tunnel integrity.^[34] Oceanic dynamics add hydrostatic and hydrodynamic pressures that demand extraordinary structural resilience. At typical tunnel depths of 3,000 meters, water exerts approximately 4,350 pounds per square inch (psi) of pressure, calculated as the product of seawater density (about 1,025 kg/m³), gravitational acceleration (9.8 m/s²), and depth (h = 3,000 m), yielding P = ρgh ≈ 30 MPa or 4,350 psi, with variations due to salinity and temperature; this force could crush conventional materials unless countered by specialized designs.^[36] Superimposed on this are powerful currents like the Gulf Stream, which flows northward at speeds up to 2.5 meters per second (about 5 knots) in its core, exerting lateral forces that could induce vibrations, sediment scour, or misalignment in floating or anchored tunnel components.^[37] Erosion from sediment dynamics and iceberg interactions threatens long-term stability, especially in northern routes. Dynamic sediment transport in the Atlantic, driven by bottom currents and turbidity flows, leads to shifting deposits and submarine landslides that can bury or undermine underwater infrastructure over time.^[38] In the northern Atlantic, drifting icebergs—originating from Greenland's glaciers and numbering in the hundreds annually during peak seasons—can scour deep channels into seafloor sediments, posing collision hazards to shallow or surface-proximate tunnel elements and accelerating localized erosion.^[39] Advanced materials, such as high-strength composites, and designs accounting for thermal expansion and contraction due to oceanic temperature gradients, may offer partial mitigation against these pressures, erosive forces, and structural stresses in conceptual designs.^[4]

Construction and Infrastructure Needs

The construction of a transatlantic tunnel would necessitate large-scale prefabrication of tube sections to facilitate assembly in the challenging oceanic environment. Proposals envision the use of specialized offshore factories to produce these sections, each approximately 1,000 feet long, constructed from high-strength steel or concrete-filled designs to withstand deep-sea pressures.^[4] These sections would be fabricated using advanced welding and polymer-enhanced concrete for rapid hardening, enabling efficient production rates to meet the project's scale.^[40] Installation would employ the immersion technique, where prefabricated sections are floated to the site on immersion pontoons—specialized vessels resembling gantry cranes—and sunk into pre-dredged trenches on the ocean floor using submersible robots for precision placement.^[41] Dredging would prepare the seabed, with sections then connected underwater via interlocking joints or welding, secured by tether cables anchored to the seafloor to maintain position against currents.^[4] With current tunnel boring technology, the overall timeline for construction could span centuries, though revolutionary advances in autonomous machinery might reduce this to decades, drawing on scaled-up techniques from projects like the Channel Tunnel.^[1] Power infrastructure would be critical for operating high-speed maglev or vactrain systems within the tunnel, requiring subsea cables to transmit up to 100 GW from onshore sources.^[4] These cables would connect to nuclear power plants or renewable energy grids, such as offshore wind farms, to supply the vacuum pumps, propulsion, and life support systems, with initial evacuation of the tube alone demanding significant energy equivalent to millions in operational costs.^[4] The supply chain would demand sourcing approximately 100 million tons of steel and concrete, comparable in volume to the material used in 1,000 Hoover Dams, coordinated through global manufacturers and maritime logistics to transport components across continents.^[4] This would involve dedicated shipping fleets and stockpiling at coastal hubs, ensuring a steady flow of raw materials amid the project's multi-decade duration.^[1]

Safety and Maintenance Concerns

A transatlantic tunnel, whether designed as a conventional submarine structure or a vacuum tube system, would necessitate advanced emergency systems to address the unique hazards of prolonged underwater travel at high speeds. In vacuum tube proposals, such as those inspired by hyperloop concepts, passenger pods would incorporate life support systems including oxygen reserves and pressurized cabins to mitigate risks from depressurization or air leaks, drawing from NASA-inspired fault tolerance standards that require single or double fault tolerance for critical components.^[42] For larger-scale evacuations in a completed tunnel, egress mechanisms like refuge areas equipped with oxygen supplies and emergency lighting would be essential, similar to European long-tunnel designs where refuge rooms are spaced every 200-600 meters to facilitate self-rescue during incidents.^[43] Submersible rescue vehicles, adapted from deep-sea operations, could be deployed for external access in case of structural compromise, ensuring response capabilities for thousands of passengers across the 3,000-mile span.^[43] Maintenance protocols for such a structure would prioritize corrosion resistance and structural integrity in the harsh oceanic environment. Robotic inspections, utilizing underwater drones for non-invasive scans, would occur at regular intervals—potentially every six months—to detect early signs of material degradation from seawater exposure, as recommended in risk-based approaches for underwater rail tunnels.^[43] Annual shutdowns for comprehensive structural assessments would involve halting operations to allow for detailed examinations of seals, supports, and vacuum integrity in tube systems, preventing cumulative wear that could lead to failures; these protocols mirror those in the Oresund Tunnel, where quarterly cleaning and risk-prioritized inspections maintain operational reliability.^[43] In hyperloop variants, ongoing upkeep of vacuum pumps and seals would be critical to sustain near-vacuum conditions, with management of change processes ensuring updates to equipment do not introduce new vulnerabilities.^[44] Key risk factors include fire propagation in enclosed spaces and potential hull breaches from collisions or seismic events. Fire suppression systems, such as water mist or deluge mechanisms delivering 2 liters per square meter per minute, would be integrated to contain blazes and limit smoke spread, based on testing in facilities like the Runehamar Tunnel that demonstrated 30-60% fire size reduction.^[43] For hull breaches, protocols would involve automated sealing bulkheads and rapid depressurization controls to isolate sections, particularly vital in vacuum tubes where a large air ingress could destabilize traveling pods at speeds exceeding 3,000 mph; emergency compressors and pod landing gear would enable controlled stops.^[45] Collision risks from surface vessels or underwater currents would be mitigated through submerged placement at depths avoiding shipping lanes, with real-time monitoring via CCTV and sensors.^[46] To avert single-point failures, redundancy features like dual parallel tubes and backup power supplies would be incorporated throughout the infrastructure. Dual tubes, as seen in projects like the Loetschberg Base Tunnel, allow traffic diversion during incidents while maintaining overall capacity.^[43] Backup power from batteries or distributed generators would ensure continuity for ventilation, lighting, and control systems during outages, a necessity highlighted in hyperloop safety analyses where total power loss poses crash risks.^[44] Construction flaws, such as imperfect seals, could originate long-term safety issues if not addressed pre-operationally, underscoring the need for rigorous post-construction verification.^[46]

Feasibility Analysis

Economic Costs and Funding

Recent estimates for the construction of a transatlantic tunnel place the total cost at approximately $20 trillion in 2025 dollars, reflecting the unprecedented engineering scale required to span over 3,000 miles across the Atlantic Ocean.^[47]^[17] These projections assume high utilization rates for high-speed maglev or hyperloop trains, though they remain speculative given the project's early conceptual stage. Potential funding models emphasize public-private partnerships between governments and tech firms, supplemented by international bonds and investments from US and EU sovereign wealth funds to distribute financial risk across nations.^[48] In December 2024, Elon Musk suggested via social media that The Boring Company could construct the tunnel for $20 billion using advanced tunneling techniques, though this remains unverified and speculative as of November 2025, with no governmental funding allocated.^[47] Optimistic scenarios involve private innovators like The Boring Company, which has suggested cost reductions to $20 billion through innovative tunneling techniques, potentially accelerating funding viability.^[47] Early 21st-century proposals, such as a 2004 estimate, placed costs at $88–175 billion (equivalent to about $150–300 billion in 2025 dollars), underscoring how modern estimates have escalated due to technological and environmental factors.^[49]

Legal and International Issues

The development of a transatlantic tunnel would encounter significant sovereignty challenges under international maritime law, primarily governed by the United Nations Convention on the Law of the Sea (UNCLOS). Article 89 of UNCLOS explicitly prohibits any state from claiming sovereignty over any part of the high seas, designating these areas as common heritage open to all nations for peaceful uses such as navigation and resource exploration.^[50] A tunnel spanning the Atlantic would traverse vast high-seas regions beyond national jurisdictions, raising disputes over construction rights where no single state holds exclusive authority.^[50] Additionally, UNCLOS Article 76 limits continental shelf claims to 200 nautical miles from coastal baselines, extendable to 350 nautical miles under specific geological criteria, potentially complicating endpoint connections near the United States and United Kingdom coasts if extended shelf submissions overlap or conflict.^[50] Bilateral agreements would be essential to address shared liability, access rights, and operational governance for such a cross-continental project. Drawing from precedents like the Channel Tunnel, a dedicated treaty similar to the 1986 Treaty of Canterbury between the United Kingdom and France would be required, establishing joint oversight bodies, concession frameworks, and dispute resolution mechanisms between the US and UK (or EU entities).^[51] This treaty would delineate responsibilities for maintenance, security, and equitable access, ensuring the tunnel functions as a neutral international asset without favoring one nation's interests.^[51] Without such pacts, jurisdictional ambiguities could halt progress, as seen in other undersea infrastructure projects requiring multilateral consent for high-seas elements.^[50] Environmental regulations pose further hurdles, mandating compliance with global standards to mitigate marine impacts from construction and operation. Under UNCLOS Part XII, particularly Articles 192 and 194, states bear a general obligation to protect and preserve the marine environment, taking all feasible measures to prevent pollution from seabed activities, including sediment disturbance and habitat disruption caused by tunneling.^[50] The International Maritime Organization (IMO), through conventions like MARPOL Annex VI, imposes emission controls on associated shipping and construction vessels to curb air and water pollution, though broader seabed impacts would fall under UNCLOS frameworks.^[52] Fishing nations could initiate lawsuits via UNCLOS dispute settlement procedures, such as under Article 297, alleging interference with living resources in the exclusive economic zone or high seas, potentially invoking compulsory arbitration if bilateral talks fail.^[50] Intellectual property concerns could arise from competing designs originating in multiple countries, complicating licensing and ownership in a collaborative venture. Historical patents, such as those issued to Robert H. Goddard in the 20th century for vacuum-tube tunnel concepts, illustrate early claims on transatlantic ideas that might influence modern proposals.^[53] More recent innovations, like the underwater suspended tunnel design patented under US7942607B2, highlight potential disputes over proprietary technologies for pressure-resistant structures, requiring international patent harmonization under frameworks like the Patent Cooperation Treaty to avoid litigation among US, UK, and European contributors.^[53]

Comparisons to Alternatives

The transatlantic tunnel, envisioned as a vacuum-tube system enabling speeds up to 5,000 mph, would drastically reduce passenger travel times to approximately 54 minutes between London and New York, compared to the current 7-hour duration of conventional subsonic flights.^[2]^[54] This speed advantage could transform transatlantic commuting, but the tunnel would lack the point-to-point flexibility of aviation, requiring fixed endpoints and potentially complicating regional connections. Moreover, while initial construction demands immense capital, long-term operations could yield lower carbon emissions, with hyperloop-like systems emitting less than 8 grams of CO₂-equivalent per passenger-kilometer (approximately 0.013 kg per passenger-mile) when powered by low-carbon electricity, versus about 0.143 kg CO₂ per passenger-mile for long-haul flights.^[55]^[54] In freight transport, the tunnel would enable delivery across the Atlantic in hours rather than the 7–10 days typical of maritime shipping routes, potentially enhancing just-in-time supply chains for high-value goods like electronics and perishables.^[56] This rapidity could reduce inventory holding costs and improve responsiveness in global trade, but initial cargo rates might exceed those of sea freight due to the tunnel's high construction and energy overheads, limiting its appeal for bulk commodities like oil or grain where volume and low cost dominate.^[56] Emerging technologies like supersonic jets pose competitive threats, with Boom Technology's Overture aircraft projected to halve current flight times to 3.5 hours for transatlantic routes while carrying 64–80 passengers at Mach 1.7.^[57] However, the tunnel offers superior weather-proof reliability, operating consistently without delays from turbulence or storms that affect aviation, and its electric vacuum system could maintain far lower emissions than fuel-dependent supersonic designs.^[55]^[57] Overall, the transatlantic tunnel holds potential superiority for high-volume passenger and freight traffic, fostering denser economic integration between continents through reliable, low-emission connectivity. Yet, air and sea travel are likely to dominate in the short term, given their established infrastructure and substantially lower upfront investments compared to the tunnel's estimated trillions in costs.^[58]

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CNPC's submarine pipeline tech includes design, construction with pipe laying ship or drag methods, and 6 major tech series and 17 characteristic technologies.
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[PDF] Hyperloop Alpha - Tesla
A high speed transportation system known as Hyperloop has been developed in this document. The work has detailed two versions of the Hyperloop: a passenger ...
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Submerged Floating Tunnel - Civil Engineering Portal
The submerged floating tunnel is an innovative concept for crossing waterways, utilizing the law of buoyancy to support the structure at a moderate and ...
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(PDF) Submerged floating tunnels (SFTs) for Norwegian fjords
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Submerged floating tunnels for crossing of wide and deep fjords
The feasibility of the submerged floating tunnel as a concept for fjord crossing was proven in the Høgsfjord project. Four different concepts were here prepared ...
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ITA on immersed & floating tunnels
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Typical submerged floating tunnel and suspension bridge
Carbon fiber reinforced polymer (CFRP) has advantages of light weight, great strength, considerable flexibility and resistance to corrosion and fatigue.
[30]
Experimental study on dynamic response of submerged floating ...
Jun 15, 2025 · This study aims to investigate the effects of five different cable materials—Steel, Chain, Nylon, Aramid, and CFRP—on the dynamic response of ...
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World's first 'floating tunnel' proposed in Norway - NBC News
features that make it difficult to ...
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Sognefjord: a floating tunnel beneath the water - We Build Value
Read about the Sognefjord tunnel project. Here is the plan to build a floating tunnel beneath the Sognefjord to reduce the travel time between the cities.
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Ocean floor features - NOAA
Sep 30, 2025 · While the ocean has an average depth of 2.3 miles, the shape and depth of the seafloor is complex.
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Seismicity, source mechanisms and tectonics of the Azores-Gibraltar ...
In the Central section large earthquakes occur with strike-slip right-lateral motion along faults in an E-W direction; there is a high slip rate (3.39 cm/yr).Missing: risks | Show results with:risks
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The Azores‐Gibraltar Plate Boundary: Focal mechanisms, depths of ...
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Abyssal Zone - Woods Hole Oceanographic Institution
The abyssal zone, or the abyss, is the seafloor and water column from 3000 to 6500 meters (9842 to 21325 feet) depth, where sunlight doesn't penetrate.
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Gulf Stream - an overview | ScienceDirect Topics
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Iceberg risk (Chapter 8) - Icebergs
The ability of icebergs to carve channels through sea-floor sediment, seen in Chapter 4, also poses a risk to submarine features such as seabed, or buried, ...
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Transatlantic Tunel | PDF | Nature - Scribd
entitled "Transatlantic Tunnel", which discussed the proposed tunnel concept in detail. A 1960s proposal has a 3,100 miles (5,000 km)-long near-vacuum tube with ...
[42]
How do you build an underwater tunnel? - Science | HowStuffWorks
Nov 8, 2023 · Were we to attempt the long-dreamed trans-Atlantic tunnel, a floating immersion tube, tethered at an ideal depth of 150 feet (45.7 meters) by ...
[43]
Safety requirements for Hyperloop transportation systems
This underscores the need for a more comprehensive safety framework to ensure the secure development and operation of Hyperloop transportation systems.
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[PDF] Underground Transportation Systems in Europe
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[PDF] Process Safety and the Hyperloop - IChemE
A risk analysis and management program for hyperloop would focus on the principles of process safety. Currently most discussion to do with hyperloop technology ...
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Hyperloop Generic Safety Study
Two particular hazards with regard to hyperloop operations are: Total power failure; and; Large leak of air into the tube. Power Failure. Hyperloop ...
[47]
Transatlantic Tunnel: A Bold Vision or an Impossible Dream?
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$$20 Trillion Transatlantic Tunnel Would Be 'High Risk' Build
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The $20-Trillion Tunnel That Could Link New York and London
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Elon Musk's $20 Trillion Transatlantic Tunnel - Resource Erectors
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Rumors Say Proposed Tunnel Would Allow London-to-NYC Travel ...
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[PDF] United Nations Convention on the Law of the Sea
Invalidity of claims of sovereignty over the high seas. No State may validly purport to subject any part of the high seas to its sovereignty. Article 90.Missing: tunnel | Show results with:tunnel
[53]
https://patents.google.com/patent/US7942607B2/en
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Marine Environment - International Maritime Organization
Its objective is to promote the effective control of all sources of marine pollution and to take all practicable steps to prevent pollution of the sea by ...
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US7942607B2 - Underwater tunnel - Google Patents
An underwater suspended tunnel (6) has a shaft (10) with generally convex upper and lower outer surfaces (12, 13) meeting at longitudinally extending, ...
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Fast as a plane, clean as a train? Prospective life cycle assessment ...
While trains and the hyperloop system cause GHG emissions lower than very short-haul aircraft (even without their non-CO 2 climate impacts) up to a carbon ...
[58]
The Transatlantic Tunnel: A Futuristic Dream or an ... - Ryan J. Hite
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Supersonic Flight Could Link London to New York in 3.5 Hours
Mar 25, 2025 · Tests have taken place for the Boom Overture, a spiritual successor to Concorde that could fly between London and New York City in just three-and-a-half hours.<|separator|>
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Will a Transatlantic Tunnel Ever Happen? The Bold Truth About the ...
A typical TBM for a 6-mile tunnel draws the same power as a small town. Extrapolate that to a 3,400-mile transatlantic tunnel, and the energy requirements ...