Eurostar

Eurostar - Wikipedia https://en.wikipedia.
org/wiki/Eurostar
Eurostar
Eurostar is an international high-speed railway service connecting London with
Amsterdam, Avignon, Brussels, Bourg-Saint-Maurice, Disneyland Paris, Lille, Fréthun, Lyon, Eurostar
Marseille, Paris, and Rotterdam. All its trains travel through the Channel Tunnel between the
United Kingdom and France, owned and operated separately by Getlink.
The London terminus is St Pancras International, the other British calling points are
Ebbsfleet International and Ashford International in Kent. Intermediate calling points in
France are Calais-Fréthun and Lille-Europe, with trains to Paris terminating at Gare du Nord.
Trains to Belgium terminate at Midi/Zuid station in Brussels. The only intermediate calling
station in the Netherlands is Rotterdam Centraal and trains terminate at Amsterdam
Centraal. There are direct services from London to Disneyland Paris at Marne-la-Vallée –
Chessy, direct services to southern France (Lyon, Avignon and Marseille), and seasonal direct
services to the French Alps in winter (December to April).
The service is operated by eighteen-coach Class 373/1 trains and sixteen-coach Class 374
trains which run at up to 320 kilometres per hour (199 mph) on a network of high-speed
lines. The LGV Nord line in France opened before Eurostar services began in 1994, and newer Overview
lines enabling faster journeys were added later—HSL 1 in Belgium and High Speed 1 in south-
east England. The French and Belgian parts of the network are shared with Paris–Brussels Franchise(s) Not subject to
Thalys services and TGV trains. In the United Kingdom the two-stage Channel Tunnel Rail franchising; international
Link project was completed on 14 November 2007 and renamed High Speed 1, when the joint operation
London terminus of Eurostar moved from London Waterloo International to St Pancras 1994–2009;
International. international high speed
operator 2010–present
Until 2010, Eurostar was operated jointly by the national railway companies of France and
Belgium, SNCF and SNCB/NMBS, and Eurostar (UK) Ltd (EUKL), a subsidiary of London Main London St Pancras
and Continental Railways (LCR) that owned the high-speed infrastructure and stations on the stations(s) Paris Gare du Nord,
British side. Eurostar has become the dominant operator on the routes it operates, carrying Brussels Midi/Zuid
more passengers than all airlines combined.
Marne-la-Vallée -
At present, Eurostar is the only international rail service that goes to and from the UK, but Chessy
other operators have expressed interest in starting competing services following deregulation Amsterdam Centraal
in 2010, particularly Deutsche Bahn. On 1 September 2010, Eurostar was incorporated as a
Marseille - Saint-
single corporate entity, Eurostar International Limited (EIL), replacing the joint operation
Charles
between EUKL, SNCF and SNCB/NMBS.[1] EIL is owned by SNCF (55%), Caisse de dépôt et
placement du Québec (CDPQ) (30%), Hermes Infrastructure (10%) and SNCB (5%).[2][3][4] Other Ebbsfleet International
stations(s) Ashford International
In June 2014, the UK shareholding in Eurostar International Limited was transferred from
London and Continental Railways / Department for Transport to HM Treasury.[5] That Calais-Fréthun
October, it was announced that the UK government planned to raise £300 million by selling Lille-Europe
its stake.[6] In March 2015, the UK government announced that it would sell its 40% share to Bourg-Saint-Maurice
an Anglo-Canadian consortium made up of the Caisse and Hermes Infrastructure. The sale
Aime-la-Plagne
was completed in May 2015.[3]
Moûtiers
Lyon-Part-Dieu
Contents Avignon TGV
Rotterdam Centraal
History
Conception and planning Fleet size 11 Class 373/1 (e300)
Launch of service sets (8 refurbished, 3
Records achieved unrefurbished)
Regional Eurostar and Nightstar 17 Class 374 Velaro
Ashford International station (e320) sets
Rules for cycles on trains Stations 16
Wi-Fi and onboard entertainment called at
Mainline routes Stations 0
LGV Nord operated
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Eurostar - Wikipedia https://en.wikipedia.org/wiki/Eurostar
Channel Tunnel Parent Eurostar International

HSL 1 company Limited
High Speed 1 Reporting ES

mark
Services
Frequency Other
Fares Website www.eurostar.com

Service connections
Controls and security
Operational performance
Awards and accolades
Organisation
Railteam
Fleet
Fleet details
Current fleet
Class 373
Fleet updates
Class 374
Past fleet
Possible use of double-deck trains
Accidents, incidents and events
Minor incidents
1996
2000
2007
2009
2010
2011
Possible developments
Stratford International station
Regional Eurostar
High Speed 2
LGV Picardie
New destinations
Operational difficulties with cross-border trains
French high-speed rail expansion
Eurostar expansion
Southern France
Netherlands
Planned merger with Thalys
Competition
Ridership
References
Bibliography
External links
History
Conception and planning
The history of Eurostar can be traced to the 1986 choice of a rail tunnel to provide a cross-channel link between Britain and
France.[7] A previous attempt to construct a tunnel between the two nations had begun in 1974, but was quickly aborted.
2 of 27 07/05/2020, 09:25
Construction began on a new basis in 1988. Eurotunnel was created to manage and own the
tunnel, which was finished in 1993, the official opening taking place on 6 May 1994.[8]
In addition to the tunnel's shuttle trains carrying cars and lorries between Folkestone and Calais,
the decision to build a railway tunnel opened up the possibility of through passenger and freight
train services between places further afield.[9] British Rail and SNCF contracted with Eurotunnel A typical cross-section of the
to use half the tunnel's capacity for this purpose. In 1987, Britain, France and Belgium set up an Channel Tunnel. A service tunnel
International Project Group to specify a train to provide an international high-speed passenger was constructed in between the twin
service through the tunnel. France had been operating high-speed TGV services since 1981, and rail tunnels.
had begun construction of a new high-speed line between Paris and the Channel Tunnel, LGV
Nord; French TGV technology was chosen as the basis for the new trains. An order for 30
trainsets, to be manufactured in France but with some British and Belgian components, was placed in December 1989. On 20 June
1993, the first Eurostar test train travelled through the tunnel to the UK.[10] Various technical difficulties in running the new trains
on British tracks were quickly overcome.[11]
Launch of service
On 14 November 1994, Eurostar services began running from Waterloo International station in
London, to Gare du Nord in Paris, and Brussels-South railway station in Brussels.[9][12][13] The
train service started with a limited Discovery service; the full daily service started from 28 May
1995.[14]
In 1995, Eurostar was achieving an average end-to-end speed of 171.5 km/h (106.6 mph) from
London to Paris.[15] On 8 January 1996, Eurostar launched services from a second railway
station in the UK when Ashford International was opened.[16]
The original Eurostar logo used from On 23 September 2003, passenger services began running on the first completed section of High
1994 until 2011. Speed 1.[10] Following a high-profile glamorous opening ceremony[17] and a large advertising
campaign,[18] on 14 November 2007, Eurostar services in London transferred from Waterloo to
the extended and extensively refurbished St Pancras International.[19]
Records achieved
The Channel Tunnel used by Eurostar services holds the record for having the longest
underwater section of any tunnel in the world,[20] and it is the second-longest railway tunnel in
the world.[21]
On 30 July 2003, a Eurostar train set a new British speed record of 334.7 km/h (208.0 mph) on
the first section of the "High Speed 1" railway between the Channel Tunnel,[10][12] and Fawkham
Junction in north Kent, two months before official public services began running.
Eurostar relocated from Waterloo
International station to St Pancras On 16 May 2006, Eurostar set a new record for the longest non-stop high-speed journey, a
International station in November distance of 1,421 kilometres (883 mi) from London to Cannes taking 7 hours 25 minutes.[22]
2007.
On 4 September 2007, a record-breaking train left Paris Gare du Nord at 10:44 (09:44 BST) and
reached London St Pancras in 2 hours 3 minutes 39 seconds;[23] carrying journalists and railway
workers. This record trip was also the first passenger-carrying arrival to the new St Pancras International station.[24]
On 20 September 2007, Eurostar broke another record when it completed the journey from Brussels to London in 1 hour,
43 minutes.[25]
Regional Eurostar and Nightstar
The original proposals for Eurostar included direct services to Paris and Brussels from cities north of London (NoL): Manchester via
Birmingham on the West Coast Main Line and on the East Coast Main Line Leeds and Glasgow via Edinburgh, Newcastle and
York.[26] Seven 14-coach "North of London" Eurostar trains for these Regional Eurostar services were built, but these services never
came to fruition. Predicted journey times of almost nine hours for Glasgow to Paris at the time of growth of low-cost air travel during
the 1990s made the plans commercially unviable against the cheaper and quicker airlines.[27] Other reasons that have been
suggested for these services having never been run were both government policies and the disruptive privatisation of British Rail.[28]
Three of the Regional Eurostar units were leased by Great North Eastern Railway (GNER) to increase domestic services from
London King's Cross to York and later Leeds.[29] The lease expired in December 2005, and most of the NoL sets have since been
transferred to SNCF for TGV services in northern France.[30]
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An international Nightstar sleeper train was also planned; this would have travelled the same
routes as Regional Eurostar, plus the Great Western Main Line to Cardiff.[31] These were also
deemed commercially unviable, and the scheme was abandoned with no services ever operated.
In 2000, the coaches were sold to Via Rail in Canada.[32][33]
Ashford International station
Ashford International station was the original station for

Eurostar services in Kent.[34] Once Ebbsfleet International
A pair of Eurostar trains at the
former Waterloo International
railway station, also designed to serve the Kent region, had
opened, only three trains a day to Paris and one to
Disneyland Paris called at Ashford for a considerable
amount of time. There were fears that services at Ashford International might be further reduced
or withdrawn altogether as Eurostar planned to make Ebbsfleet the new regional hub instead.
[35][36] However, after a period during which no Brussels trains served the station,[37] to the
dissatisfaction of the local communities,[38][39][40] Eurostar re-introduced a single daily Domestic entrance to Ashford
Ashford-Brussels service on 23 February 2009.[41][42] International, since 2007
Rules for cycles on trains
In 2015, Eurostar threatened to require that cyclists dismantle bicycles before they could be transported on the trains. Following
criticism from Boris Johnson and cycling groups, Eurostar reversed the edict.[43]
Wi-Fi and onboard entertainment
By March 2016, onboard entertainment was provided by GoMedia, including Wi-Fi connectivity and up to 300 hours of movies and
television kept on the train's servers and accessed using the passenger's own devices: mobile phones, tablets, laptops etc. A tracker
app allows customers to see where they are.[44]
Mainline routes
LGV Nord
LGV Nord is a French 333-kilometre (207 mi)-long high-speed rail line that
connects Paris to the Belgian border and the Channel Tunnel via Lille. It
opened in 1993.[45] Its extensions to Belgium and towards Paris, as well as
connecting to the Channel Tunnel, have made LGV Nord a part of every
Eurostar journey undertaken. A Belgian high-speed line, HSL 1, was added
to the end of LGV Nord, at the Belgian border, in 1997. Of all French high-
speed lines, LGV Nord sees the widest variety of high-speed rolling stock
and is quite busy; a proposed cut-off bypassing Lille, which would reduce
Eurostar journey times to Paris, is called LGV Picardie.
Channel Tunnel
The Channel Tunnel is the most important part of the route as it is the only
rail connection between Great Britain and the European mainland. It joins
LGV Nord in France with High Speed One in Britain. Tunnelling began in
1988, and the 50.5-kilometre (31.4 mi) tunnel was officially opened by
British sovereign Queen Elizabeth II and the French President François
Mitterrand at a ceremony in Calais on 6 May 1994.[8] It is owned by Getlink,
which charges a significant toll to Eurostar for its use.[46] In 1996, the
American Society of Civil Engineers named the tunnel as one of the Seven
Wonders of the Modern World.[47] Along the current route of the Eurostar
service, line speeds are 300 kilometres per hour (186 mph) except within
the Channel Tunnel, where a reduced speed of 160 kilometres per hour
(100 mph) applies for safety reasons.[48][49] Since the launch of Eurostar
services, severe disruptions and cancellations have been caused by fires
breaking out within the Channel Tunnel, such as in 1996,[50] 2006
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(minor),[51] 2008 and 2015.[52]
HSL 1
Until the opening on 2 June 1996, of the first

phase of the Belgian high speed line,[53] Eurostar
trains were routed via the Belgian railway line
94. The Eurostar routes still use the line as a
diversion if engineering works are taking place
on HSL1, depending where it is. The 06:13 from
London St Pancras to Brussels still uses the line Networks of Major High Speed Rail Operators in
as a diversion to bypass the peak time Europe. Eurostar line network shown in brown.
disruptions on HSL1 due to the extra TGV
Eurostar on the HSL 1
services from Brussels for the commuters. After
2 June 1996, some Eurostars to Brussels were routed via the
first phase of the Belgian High Speed line and the Belgian
railway line 78 via Mons. Although this line is still as a diversion if HSL1 is doing engineering,
also depending where the maintenance is taking place.[14] Journey times between London and
Brussels were improved when an 88-kilometre (55 mi) Belgian high-speed line, HSL 1, opened
on 14 December 1997.[54][55] It links with LGV Nord on the border with France, allowing
Eurostar trains heading to Brussels to make the transition between the two without having to
reduce speed. A further four-minute improvement for London–Brussels trains was achieved in
December 2006, with the opening of the 435-metre (1,427 ft) Brussels South Viaduct.[56] Eurostar passing Tournai on the
Linking the international platforms of Brussels-South railway station with the high-speed line, Belgian classic line
the viaduct separates Eurostar (and Thalys) from local services.
High Speed 1
High Speed 1 (HS1), formerly known as the Channel Tunnel Rail Link (CTRL), is a 108-kilometre
(67 mi) high-speed railway line running from London through Kent to the British end of the
Channel Tunnel.[57][58] It was built in two stages. The first section between the tunnel and
Fawkham Junction in north Kent opened in September 2003, cutting London–Paris journey
times by 21 minutes to 2 hours 35 minutes, and London–Brussels to 2 hours 20 minutes. On 14
November 2007, commercial services began over the whole of the new HS1 line. The
redeveloped St Pancras International station became the new London terminus for all Eurostar
services.[59] The completion of High Speed 1 has brought the British part of Eurostar's route up
to the same standards as the French and Belgian high-speed lines. Non-stop journey times were A Eurostar train passing Strood, on
reduced by a further 20 minutes to 2 hours 15 minutes for London–Paris and 1 hour 51 minutes approach to the Medway bridge
for London–Brussels.[60][61]
Services
Frequency
Eurostar offers up to fifteen weekday London – Paris services (nineteen on Fridays) including
nine non-stop (thirteen on Fridays). There are also nine (ten on Friday) London–Brussels
services, with two running non-stop (continuing to Amsterdam) and a further two calling at Lille
only. Three services daily (two on weekends) operate to Amsterdam via Brussels and Rotterdam
with one also calling at Lille. Until 30 April 2020 these return to Brussels only.[62][63] In
addition, there is a return trip from London to Marne-la-Vallée - Chessy for Disneyland
Paris,[64] which runs 4 times a week with increased frequency during school holidays. There are
also seasonal services: an up-to-4-times-a-week service to Marseille via Lyon and Avignon in the
Eurostar departure information – summer; and, in the winter, "Snow trains",[65] aimed at skiers, to Bourg-Saint-Maurice, Aime-la-
Brussels Plagne and Moûtiers in the Alps; these run twice-weekly, one overnight and one during the
daytime.[66] Intermediate stations are Ebbsfleet International in northwest Kent, Ashford
International in southeast Kent, and Calais-Fréthun and Lille-Europe in Nord-Pas-de-Calais.[67]
In February 2018, Eurostar announced the start of its long planned service from London to Amsterdam, with an initial two trains per
day from April of that year running between St Pancras and Amsterdam Centraal. This launched as a one-way service, with return
trains carrying passengers to Rotterdam and Brussels Midi/Zuid, making a 28-minute stop (which has not been deemed long
enough to process UK-bound passengers) and then carrying different passengers from Brussels to London.[68] Passengers travelling
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back must take Thalys services to Brussels Midi/Zuid where they can join the Eurostar. This is owing to the lack of facilities for
juxtaposed controls by the UK Border Force at Amsterdam Centraal and Rotterdam Centraal. On 4 February 2020, the Dutch
Minister of Infrastructure and Water Management, Cora van Nieuwenhuizen, and the UK Transport Secretary, Grant Shapps,
announced that juxtaposed controls would be established at Amsterdam Centraal and Rotterdam Centraal. The direct train from
Amsterdam was due to launch on 30 April 2020, and from Rotterdam on 18 May 2020.[69][70] However, the launch has since been
postponed due to the 2019–20 coronavirus pandemic.[71]
Since 14 November 2007, all Eurostar trains have been routed via High Speed 1 to or from the redeveloped London terminus at St
Pancras International, which at a cost of £800 million was extensively rebuilt and extended to cope with 394-metre (431 yd) long
Eurostar trains.[19][72][73] It had been intended to retain some Eurostar services at Waterloo International, but this was ruled out on
cost grounds.[74] Completion of High Speed 1 has increased the potential number of trains serving London. Separation of Eurostar
from British domestic services through Kent meant that timetabling was no longer affected by peak-hour restrictions.
Fares
Eurostar's fares were significantly higher in its early years; the cheapest fare in 1994 was £99
return.[75] In 2002, Eurostar was planning cheaper fares, an example of which was an offer of
£50 day returns from London to Paris or Brussels. By March 2003, the cheapest fare from the
UK was £59 return, available all year around.[75] In June 2009 it was announced that one-way
single fares would be available at £31 at the cheapest. Competition between Eurostar and airline
services was a large factor in ticket prices being reduced from the initial levels.[76][77] Business
Premier fares also slightly undercut air fares on similar routes, targeted at regular business
travellers.[78] In 2009, Eurostar greatly increased its budget ticket availability to help maintain
and grow its dominant market share. The Eurostar ticketing system is very complex, being
Eurostar trains in the renovated train distributed through no fewer than 48 individual sales systems.[79] Eurostar is a member of the
shed at St Pancras International Amadeus CRS distribution system, making its tickets available alongside those of airlines
worldwide.[80]
First class on Eurostar is called Business Premier; benefits include guaranteed faster checking-in and meals served at-seat, as well as
the improved furnishings and interior of Business Premier carriages.[81] The rebranding is part of Eurostar's marketing drive to
attract more business professionals.[82] Increasingly, business people in a group have been chartering private carriages as opposed
to individual seats on the train.[83]
Service connections
Without the operation of Regional Eurostar services using the North of London trainsets across
the rest of Britain, Eurostar has developed its connections with other transport services instead,
such as integrating effectively with traditional UK rail operators' schedules and routes, making it
possible for passengers to use Eurostar as a quick connection to further destinations on the
continent.[84] All three main terminals used by the Eurostar service – St Pancras International,
Paris Gare du Nord, and Brussels Midi/Zuid – are served by domestic trains and by local urban
transport networks such as the London Underground and the Paris Metro. Standard Eurostar
tickets no longer include free onward connections to or from any other station in Belgium: this is
now available for a flat-rate supplement, currently £5.50.[85] Two Eurostar trains, a Thalys train,
and a TGV train side by side at
Eurostar has announced several partnerships with other rail services,[86]
most notably Thalys
Paris Gare du Nord.
connections at Lille and Brussels for passengers to go beyond current Eurostar routes towards
the Netherlands and Germany.[87] In 2002, Eurostar initiated the Eurostar-Plus program,
offering connecting tickets for onward journeys from Lille and Paris to dozens of destinations in
France. Through fares are also available from 68 British towns and cities to destinations in
France and Belgium.[88] In May 2009 Eurostar announced that a formal connection to
Switzerland had been established in a partnership between Eurostar and Lyria, which will
operate TGV services from Lille to the Swiss Alps for Eurostar connection.[89][90][91]
In May 2019, Eurostar ended its agreement with Deutsche Bahn that allowed passengers to
travel by train from the UK to Germany, Austria and Switzerland. Under the agreement
passengers could travel on a single booking which made rescheduling easier. However, the direct
tickets will no longer be sold from 9 November 2019.[92] Gare de Lille-Europe in France, a
common calling point for Eurostar
and other TGV services
Controls and security
Because the UK is not part of the Schengen Area,[93] and because the Netherlands, Belgium and France are not part of the Common
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Travel Area, all Eurostar passengers must go through border controls. Both the
British Government and the Schengen governments concerned (Belgium,
Netherlands and France) have legal obligations to check the travel documents of
those entering their respective countries (as well as those leaving, in the case of
Belgium and France).
To allow passengers to walk off the train without arrival checks in most cases,
Entering the UK in Paris juxtaposed controls ordinarily take place at the embarkation station.
(left) and France in
London using the In order to comply with special UK legislation,[94] there are full security checks
Eurostar. similar to those at airports, scanning both bags and people's pockets. Security
checks at Eurostar are comparable to those at a small airport and generally much
quicker than at London Heathrow.[95] The recommended check-in time is 30
minutes except for business class where it is 10 minutes.
Eurostar passengers travelling inside the Schengen Area (Brussels–Lille and Brussels–Calais; Lille–Calais trips are not allowed to be
performed by Eurostar) pass through a separate corridor in Brussels bypassing border checks, and enter the preallocated cars of the
train, which is reserved for these passengers. This arrangement was set up after numerous illegal immigrants entered the UK
without the right to do so, by buying a ticket from Brussels to Lille or Calais but remaining on the train until London – an issue
exacerbated by Belgian police threatening to arrest UK Border Agency staff at Brussels-Midi if they tried to prevent passengers
whom they suspected of attempting to exploit this loophole from boarding Eurostar trains.[96] Travel from Calais or Lille towards
Brussels and Amsterdam, from Brussels to Rotterdam and Amsterdam, and from Amsterdam and Rotterdam to Brussels has no
border or security control; trains from Amsterdam are emptied at Brussels and passengers seeking to continue onwards towards
London must alight and pass through security and border control.
When the tripartite agreements were signed, the Belgian Government said that it had serious questions about the compatibility of
this agreement with the Schengen Convention and the principle of free movement of people enshrined in various European
Treaties.[97] On 30 June 2009 Eurostar raised concerns at the UK House of Commons Home Affairs Select Committee that it was
illegal under French law for the collection of information desired by the UK government under the e-Borders scheme, and they
would be unable to cooperate.[98][99]
On the northbound Marne la Vallée-Chessy - London train, the security check and French passport check take place at Marne la
Vallée-Chessy, while the UK passport check takes place at the UK arrival stations - this is the only route where passengers are not
cleared by UK border officials before crossing the channel.
On the northbound Marseille-London train, there is no facility for security or passport checks at the southern French stations, so
passengers must leave the train at Lille-Europe, taking all their belongings with them, and undergo security and border checks there
before rejoining the train which waits at the station for just over an hour.[100]
On several occasions, people have illegally tried to stow away on board the train,[101] sometimes in large groups,[102] trying to enter
the UK; border monitoring and security is therefore extremely tight.[103] Eurostar claims to have good and well-funded security
measures.[104]
Operational performance
Eurostar's punctuality has fluctuated from year to year, but

usually remains over 90%;[105] in the first quarter of 1999,
89% of services operated were on time, and in the second
quarter it reached 92%.[106] Eurostar's best punctuality
record was 97.35%, between 16 and 22 August 2004.[10] In
2006, it was 92.7%,[107] and in 2007, 91.5% were on
time.[108][109] In the first quarter of 2009, 96% of Eurostar Eurostar market share and
services were punctual, compared with rival air routes' punctuality.
A Eurostar pulling into Gare de Lille- 76%.[110]
Europe
An advantage held by Eurostar is the convenience and speed of the service: with shorter check-in
times than at most airports and hence quicker boarding and less queueing[111][112] and high
punctuality, it takes less time to travel between central London and central Paris by high-speed rail than by air. Eurostar now has a
dominant share of the combined rail–air market on its routes to Paris and Brussels. In 2004, it had a 66% share of the London–
Paris market, and a 59% share of the London–Brussels market.[113] In 2007, it achieved record market shares of 71% for London–
Paris and 65% for London–Brussels routes.[114]
Eurostar's passenger numbers initially failed to meet predictions. In 1996, London and Continental Railways forecast that passenger
numbers would reach 21.4 million annually by 2004,[115] but only 7.3 million was achieved. 82 million passengers used Waterloo
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International Station from its opening in 1994 to its closure in 2007.[12] 2008 was a record year for Eurostar, with a 10.3% rise in
passenger use, which was attributed to the use of High Speed 1 and the move to St Pancras.[116] The following year, Eurostar saw an
11.5% fall in passenger numbers[117] during the first three months of 2009, attributed to the 2008 Channel Tunnel fire[52] and the
2009 recession.[118]
As a result of the poor economic conditions, Eurostar received state aid in May 2009 to cancel out some of the accumulated debt
from the High Speed 1 construction programme.[119] Later that year, during snowy conditions in the run-up to Christmas, thousands
of passengers were left stranded as several trains broke down and many more were cancelled. In an independent review
commissioned by Eurostar, the company came in for serious criticism about its handling of the incident and lack of plans for such a
scenario.[120]
In 2006, the Department for Transport predicted that, by 2037, annual cross-channel passenger numbers would probably reach 16
million,[121] considerably less optimistic than London and Continental Railways's original 1996 forecast.[115] In 2007 Eurostar set a
target of carrying 10 million passengers by 2010.[122] The company cited several factors to support this objective, such as improved
journey times, punctuality and station facilities. Passengers in general, it stated, are becoming increasingly aware of the
environmental effects of air travel, and Eurostar services emit much less carbon dioxide.[123] and that its remaining carbon
emissions are now offset, making its services carbon neutral.[124][125] Further expansion of the high-speed rail network in Europe,
such as the HSL-Zuid line between Belgium and the Netherlands, continues to bring more destinations within rail-competitive
range, giving Eurostar the possibility of opening up new services in future.
The following chart presents the estimated number of passengers annually transported by the Eurostar service since 1995: [126][127]
[128][129][130][131][132][133]
Awards and accolades
Eurostar has been hailed as having set new standards in international rail travel and has won
praise several times over, recognising its high standards.[134][135][136] Eurostar won the Train
Operator of the Year award in the HSBC Rail Awards for 2005.[86] It was declared the Best Train
Company in the joint Guardian/Observer Travel Awards 2008.[137] Eurostar had previously
struggled with its reputation and brand image. One commentator had defined the situation at
the time as:[138]
In June 2003, Eurostar was battling to recover from the worst period in its 10-year
Several Eurostar trains at platforms
history. Negative media coverage combined with poor sales and the general public's
at Paris Gare du Nord
low opinion of the British rail industry, created a major challenge... Eurostar was
finding it difficult to pick itself up from one of the worst periods in its decade-long
history. The period post 9/11 had sent the business into a downturn. Passenger
numbers were drying up due to worries over international travel. Several
management changes had led to a pause in strategy. Punctuality had suffered badly
because of wider problems with the UK's rail infrastructure.
By 2008, Eurostar's environmental credentials had become highly developed and promoted.[139] In 2006 Eurostar's Environment
Group was set up,[140] with the aim of making changes in the Eurostar services' daily running to decrease the environmental impact,
the organisation setting itself a target of reducing carbon emissions per passenger journey by 25% by 2012.[141] Drivers are trained in
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techniques to achieve maximum energy efficiency, and lighting has been minimised; the
provider of the bulk of the energy for the Channel Tunnel has been switched to nuclear power
stations in France.[141]
Eurostar's current target is to reduce emissions by 35 percent per passenger journey by 2012,
putting itself beyond the efforts of other railway companies in this field and thereby winning the
2007 Network Rail Efficiency Award.[140] In the grand opening ceremony of St Pancras
International, one of the Eurostar trains was given the name 'Tread Lightly', said to symbolise
their smaller impact on the environment compared to planes.[142] Eurostars at Paris Gare du Nord
running late night services
Organisation
Since 2010, Eurostar has been owned by Eurostar International Limited (EIL), a company jointly owned by SNCF (55%), Caisse de
dépôt et placement du Québec (CDPQ) (30%), Hermes Infrastructure (10%) and SNCB (5%).[4]
Railteam
Eurostar is a member of Railteam, a marketing alliance formed in July 2007 of seven European high-speed rail operators.[143] The
alliance plans to allow tickets to be booked from one end of Europe to the other on a single website.[143] In June 2009 London and
Continental Railways, and the Eurostar UK operations they held ownership of, became fully nationalised by the UK government.[144]
Fleet
Fleet details
Top speed
Class Image Type Carriages Number Unit Nos. Routes operated Built
mph km/h
1952
Class
Shunter 15 24 N/A 1 08948 Stock movements -
08
1962
London - Paris
Two Class
London - Brussels
373 373001-373022
Class London - Marne-la-Vallée –
locomotives 373101-373108 1992
373 Chessy
EMU 186 300 with 18 12 373201-373202 -
Eurostar London - Bourg Saint
Coaches 373205-373224 1996
e300 Maurice
between 373229-373232
London - Marseille - Saint-
them
Charles
London - Paris
Class London - Brussels
374 2011 -
EMU 200 320 16 17 374001-374034
Eurostar London - Amsterdam 2018
e320 Centraal
In addition to its multiple unit fleet units, Eurostar operates a single Class 08 diesel shunter as the pilot at Temple Mills depot.[145]
Current fleet
Class 373
Built between 1992 and 1996, Eurostar's fleet consists of 38 EMU trains, designated Class 373 in the United Kingdom and TGV
TMST in France. The units have also been branded as the Eurostar e300 by Eurostar since 2015. There are two variants:
9 of 27 07/05/2020, 09:25
31 "Inter-Capital" sets consisting of two power cars and eighteen passenger carriages.
These trains are 394 metres (1,293 ft) long and can carry 750 passengers: 206 in first class,
544 in standard class.[146]
7 shorter "North of London" sets which have two power cars and fourteen passenger
carriages and are 320 metres (1,050 ft) long. These sets have a capacity of 558 seats: 114
first class, 444 standard and which were designed to operate the aborted Regional Eurostar
services.
The trains are essentially modified TGV sets,[147][148] and can operate at up to 300 kilometres
per hour (186 mph) on high-speed lines, and 160 kilometres per hour (100 mph) in the Channel Eurostar in Savoie, in the French
Tunnel.[48][49] It is possible to exceed the 300 km/h speed limit, but only with special Alps
permission from the safety authorities in the respective country.[149] Speed limits in the Channel
Tunnel are dictated by air-resistance, energy (heat) dissipation and the need to be used with
other, slower trains. The trains were designed with Channel Tunnel safety in mind, and consist
of two independent "half-sets" each with its own power car.[30][49] In the event of a serious fire
on board while travelling through the tunnel, passengers would be transferred into the
undamaged half of the train, which would then be detached and driven out of the tunnel to
safety.[150] If the undamaged part were the rear half of the train, this would be driven by the
Chef du Train, who is a fully authorised driver and occupies the rear driving cab while the train
travels through the tunnel for this purpose.[151]
As 27 of the 31 Inter-Capital sets are sufficient to operate the service, four are currently used by Three Eurostar trains waiting at St
SNCF for domestic TGV services; one of these regularly operates a Paris–Lille shuttle. The Pancras station
Eurostar logos have been removed from these sets, but the base colours of white, black, and
yellow remain. SNCF's lease of the sets is scheduled to last until 2011, with an option for a
further two years.[152]
Each train has a unique four-digit number starting with "3" (3xxx). This designates the train as a Mark 3 TGV (Mark 1 being SNCF
TGV Sud-Est; Mark 2 being SNCF TGV Atlantique). The second digit denotes the country of ownership:
30xx UK
31xx Belgium
32xx France
33xx Regional Eurostar
Fleet updates
In 2004–2005 the "Inter-Capital" sets still in daily use for international services were
refurbished with a new interior designed by Philippe Starck.[10][153] The original grey-yellow
scheme in Standard class and grey-red of First/Premium First were replaced with a grey-brown
look in Standard and grey-burnt-orange in First class. Power points were added to seats in First
class and coaches 5 and 14 in Standard class. Premium First class was renamed
BusinessPremier.
In 2008, Eurostar announced that it would be carrying out a mid-life refurbishment of its Class
373 trains to allow the fleet to remain in service beyond 2020.[154] This will include the 28 units
Interior of a Leisure Select Eurostar
making up the Eurostar fleet, but not the three Class 373/1 units used by SNCF or the seven
carriage
Class 373/2 "North of London" sets.[155] As part of the refurbishment, the Italian company
Pininfarina was contracted to redesign the interiors,[156] and The Yard Creative was selected to
design the new buffet cars.[157] On 11 May 2009 Eurostar revealed the new look for its first-class compartments.[158] The first
refurbished train was due in service in 2012,[159] and Eurostar plans to have completed the entire process by 2014.
On 13 November 2014 Eurostar announced the first refurbished trains would not re-enter the fleet until the 3rd or 4th quarter of
2015 due to delays at the completion centre.
The last refurbished e300 re-entered service in April 2019.
Class 374
In addition to the announced mid-life update of the existing Class 373 fleet, Eurostar in 2009 reportedly entered prequalification
bids for eight new trainsets to be purchased.[160] Any new trains would need to meet the same safety rules governing passage
through the Channel Tunnel as the existing Class 373 fleet. The replacement to the Class 373 trains has been decided jointly between
the French Transport Ministry and the UK Department for Transport. The new trains will be equipped to use the new ERTMS in-cab
10 of 27 07/05/2020, 09:25
signalling system, due to be fitted to High Speed 1 around 2040.[161]
On 7 October 2010, it was reported that Eurostar had selected Siemens as preferred bidder to
supply 10 Siemens Velaro e320[162] trainsets at a cost of €600 million (and a total investment of
more than £700 million with the refurbishment of the existing fleet included)[163] to operate an
expanded route network, including services from London to Cologne and Amsterdam.[164] These
would be sixteen-car, 400-metre (1,312 ft) long trainsets built to meet current Channel Tunnel
regulations.[164] The top speed will be 320 km/h (199 mph) and they will have 894–950 seats,
unlike the current fleet built by the French company Alstom, which has a top speed of 300 km/h
(186 mph) and a seating capacity of 750. Total traction power will be rated at 16 MW.[162]
[165][166][167]
Class 374 at Gare du Nord in Paris.
The nomination of Siemens would see it break into the French high-speed market for the first
time, as all French and French subsidiary high-speed operators use TGV derivatives produced by
Alstom.[168] Alstom attempted legal action to prevent Eurostar from acquiring German-built trains, claiming that the Siemens sets
ordered would breach Channel Tunnel safety rules,[169] but this was thrown out of court.[170] Alstom said, after its High Court defeat,
that it would "pursue alternative legal options to uphold its position". On 4 November 2010, the company lodged a complaint with
the European Commission over the tendering process, which then asked the British government for "clarification".[171] Alstom then
announced it had started legal action against Eurostar, again in the High Court in London.[172] In July 2011, the High Court rejected
Alstom's claim that the tender process was "ineffective",[173] and in April 2012 Alstom said it would call off pending court actions
against Siemens.[174] This effectively freed the way for Siemens to build the new Eurostar trains,[175] the first of which were expected
to enter service in late 2015.[176]
On 13 November 2014 Eurostar announced the purchase of an additional seven e320s for delivery in the second half of 2016. At the
same time, Eurostar announced the first five e320s from the original order of ten would be available by December 2015, with the
remaining five entering service by May 2016. Of the five sets ready by December 2015, three of them were planned to be used on
London-Paris and London-Brussels routes.[177]
Past fleet
Top speed Number

Class Image Type Notes
mph km/h Operated
Intended to operate sleeper services over non-electrified parts of the

railway network in Britain. Eurostar retained three locomotives for the
Diesel
Class 37 90 145 12 rescue of failed trains, route learning and driver training, but sold them
locomotive
to Direct Rail Services when the new Temple Mills Depot opened in
November 2007.[178]
Were used primarily to rescue failed trains. Eurostar operated two of

Electro-diesel these from its North Pole depot until 2007, when they were loaned to a
Class 73 90 145 2
locomotive pair of educational initiatives having become redundant following the
move to Temple Mills.[179][180]
Intended to operate the Nightstar sleeper services. Eurostar owned

Electric
Class 92 87 140 7 seven units of this class, which never saw service until they were sold
locomotive
in 2007 to Europorte 2.[181]
Class 373
Eurostar EMU 186 300 26 9 In storage, 4 Preserved and 13 Scrapped
e300
Possible use of double-deck trains
In 2005, the chief executive of Eurostar, Richard Brown, suggested that existing Eurostar trains could be replaced by double-deck
trains similar to the TGV Duplex units when they are withdrawn from service. According to Brown, a double-deck fleet could carry
40 million passengers per year from Britain to Continental Europe, equivalent to adding an extra runway at a London airport.[182]
Accidents, incidents and events

A number of technical incidents have affected Eurostar services over the years, but up to the present there has only been one major
accident involving a service operated by Eurostar, a derailment in June 2000. Other incidents in the Channel Tunnel — such as the
1996 and 2008 Channel Tunnel fires — have affected Eurostar services but were not directly related to Eurostar's operations.
11 of 27 07/05/2020, 09:25
However, the breakdowns in the tunnel, which resulted in cessation of service and inconvenience to thousands of passengers, in the
run-up to Christmas 2009, proved a public-relations disaster.[183]
Minor incidents
There have been several minor incidents with a few Eurostar services. In October 1994 there were teething problems relating to the
start of operations. The first preview train, carrying 400 members of the press and media, was delayed for two hours by technical
problems.[11][184][185][186] On 29 May 2002 a Eurostar train was initially sent down a wrong line — towards London Victoria railway
station instead of London Waterloo — causing the service to arrive 25 minutes late. A signalling error that led to the incorrect
routeing was stated to have caused "no risk" as a result.[187]
On 11 April 2006, a house collapsed next to a railway line near London which caused Eurostar services to have to terminate and start
from Ashford International instead of London Waterloo. Passengers waiting at Waterloo International were initially directed on to
local trains towards Ashford leaving from the adjacent London Waterloo East railway station, until overcrowding occurred at
Ashford.[188]
1996
Approximately 1,000 passengers were trapped in darkness for several hours inside two Eurostar trains on the night of 19/20
February 1996. The trains stopped inside the tunnels due to electronic failures caused by snow and ice. Questions were raised at the
time about the ability of the train and tunnel electronics to withstand the mix of snow, salt and ice which collect in the tunnels
during periods of extreme cold.[189]
2000
On 5 June 2000 a Eurostar train travelling from Paris to London derailed on the LGV Nord high-speed line while traveling at
290 km/h (180 mph). Fourteen people were treated for light injuries or shock, with no fatalities or major injuries. The articulated
nature of the trainset was credited with maintaining stability during the incident and all of the train stayed upright.[190] The incident
was caused by a traction link on the second bogie of the front power car coming loose, leading to components of the transmission
system on that bogie impacting the track.[184]
2007
The first departures from St Pancras on 14 November 2007 coincided with an open-ended strike by French rail unions as part of
general strike actions over proposed public-sector pension reforms. The trains were operated by uninvolved British employees and
service was not interrupted.[59]
2009
On 23 September 2009 an overhead power line dropped on to a Class 373 train arriving at St Pancras station, activating a circuit
breaker and delaying eleven other trains.[191] Two days later, on 25 September 2009, electrical power via the overhead lines was lost
on a section of high-speed line outside Lille, delaying passengers on two evening Eurostar-operated services.[192]
During the December 2009 European snowfall, four Eurostar trains broke down inside the Channel Tunnel, after leaving France,
and one in Kent on 18 December. Although the trains had been winterised, the systems had not coped with the conditions.[193] Over
2,000 passengers were stuck inside failed trains inside the tunnel, and over 75,000 had their services disrupted.[194] All Eurostar
services were cancelled from Saturday 19 December to Monday 21 December 2009.[195] An independent review, published on 12
February 2010, was critical of the contingency plans in place for assisting passengers stranded by the delays, calling them
"insufficient".[196][197]
2010
On 7 January 2010 a Brussels-London train broke down in the Channel Tunnel,[198] resulting in three other trains failing to
complete their journeys.[199] The cause of the failure was the onboard signalling system.[200] Due to the severe weather, a limited
service was operated in the next few days.[201][202]
On 15 February 2010, services between Brussels and London were interrupted following the Halle train collision, this time after the
dedicated HSL 1 lines in the suburbs of the Belgian capital were blocked by debris from a serious train crash on the suburban
commuter lines alongside.[203] No efforts were made to reroute trains around the blockage; Eurostar instead terminated services to
12 of 27 07/05/2020, 09:25
Brussels at Lille, directing passengers to continue their journey on local trains. Brussels services resumed on a limited scale on 22
February.
On 21 February 2010 the 21:43 service from Paris to London broke down just outside Ashford International,[204] stranding 740
passengers for several hours while a rescue train was called in.
On 15 April 2010 air traffic in Western Europe closed because of the eruption of the Eyjafjallajökull volcano. Many travellers
between the UK and the European mainland instead took the Eurostar train, all tickets between Brussels and London on 15 and 16
April being sold out within 3½ hours after the closure of British airspace. [205] Between 15 and 20 April, Eurostar put on 33
additional trains and carried 165,000 passengers – 50,000 more than had been scheduled to travel during this period.
On 20 December 2010, the Channel Tunnel was closed off for a day due to snowy weather. Eurostar Trains were suspended that day
with thousands of passengers stranded in the run up to Christmas.
2011
On 17 October 2011 a man fell from the 17:04 service from London to Brussels as it passed through Westenhanger and Cheriton in
Folkestone, near the entry to the Channel Tunnel.[206] The individual was an Albanian who had been refused entry to the United
Kingdom and was voluntarily returning to Brussels. He was pronounced dead at the scene. The line was closed for several hours
following the incident.[207] The train itself returned north to Ashford International, where passengers were transferred to a Eurostar
service operating from Marne-la-Vallée to London.[207]
Possible developments
Stratford International station
Eurostar trains do not currently call at Stratford International, originally intended to be the London stop for the regional
Eurostars.[208] This was to be reviewed following the 2012 Olympics.[209] However, in 2013, Eurostar claimed that its 'business
would be hit' by stopping trains there.[210]
Regional Eurostar
Although the original plan for Regional Eurostar services to destinations north of London was abandoned,[28] the significantly
improved journey times available since the opening of High Speed 1 — which is physically connected to both the East Coast Main
Line and the North London Line (for the West Coast Main Line) at St Pancras — and the recently increased maximum speeds on the
West Coast Main Line may make potential Regional Eurostar services more commercially viable. This would be even more likely if
proposals are adopted for a new high-speed line from London to the north of Britain.[211] Simon Montague, Eurostar's Director of
Communications, commented that: "...International services to the regions are only likely once High Speed 2 is built."[212] However,
as of 2014 the current plans for High Speed 2 do not allow for a direct rail link between that new line, and High Speed 1, meaning
passengers would still be required to change at Euston and take some form of transportation to St Pancras International.[213]
Key pieces of infrastructure still belong to LCR via its subsidiary London & Continental Stations and Property, such as the
Manchester International Depot, and Eurostar (UK) still owns several track access rights and the rights to paths on both the East
Coast and West Coast Main Lines.[214][215] While no announcement has been made of plans to start Regional Eurostar services, it
remains a possibility for the future. In the meantime, the closest equivalent to Regional Eurostar services are same-station
connections with East Midlands Railway and Thameslink, changing at St Pancras. The construction of a new concourse at adjacent
King's Cross Station improved interchange with St Pancras and provided London North Eastern Railway, Great Northern, Hull
Trains and Grand Central services with easier connections to Eurostar.
High Speed 2
Eurostar has already been involved in reviewing and publishing reports into High Speed 2 for the British Government[216] and looks
favourably upon such an undertaking. The operation of Regional Eurostar services will not be considered until such time as High
Speed 2 has been completed.[212] Alternatively, future loans of the North of London sets to other operators would enable the trains
to operate at their full speed, unlike GNER's previous loan between 2000 and 2005, where the trains were limited to 175 km/h
(109 mph) on regular track. A separate company called High Speed Two (HS2) Ltd[217] has been set up to investigate the feasibility
and viability of a new line likely serving a similar route to the West Coast Main Line.[218]
LGV Picardie
13 of 27 07/05/2020, 09:25
LGV Picardie is a proposed high-speed line between Paris and Calais via Amiens. By cutting off
the corner of the LGV Nord at Lille, it would enable Eurostar trains to save 20 minutes on the
journey between Paris and Calais, bringing the London–Paris journey time under 2 hours. In
2008 the French Government announced its future investment plans for new LGVs to be built
up to 2020; LGV Picardie was not included but was listed as planned in the longer term.[219]
New destinations
Several Eurostar trains in St
Pancras International railway station Operational difficulties with cross-border trains
The reduced journey times offered by the opening of High "We know we can go to most
Speed 1[60] and the opening of the LGV Est and HSL-Zuid bring more continental places in France physically,
because our trains are compatible
destinations[221] within a range from London where rail is competitive with air travel. By with French infrastructure, but
Eurostar's estimates a train would then take 3 hours 30 minutes from London to then you've got to look at impact
Amsterdam.[222] At present Eurostar is concentrating on developing its connections with other on fleet utilisation, you've got to
services,[86][87] but direct services to other destinations would be possible. With the new e320 have a station that's got the spare
capacity to have a train stood for
rolling stock allowed Eurostar to enter the Netherlands and possibly Germany in future. In a number of hours, for all the
additional with every new country Eurostar enters there are security issues, due to the UK's not security, screening, passport
having signed up to the Schengen Agreement,[93] which allows unrestricted movement across control passes. So it's not possible
borders of member countries. For example, on the current Amsterdam to London route it is only to go just anywhere. And you've
got to be able to get the control
direct one way, with people needing to get a train to Brussels to go through the juxtaposed
authorities to agree that there's a
controls; the direct connection is subject to talks between the UK and Dutch governments, set to big enough market for it to be
be completed in 2020 for services to start. worthwhile for them to set up
there."
The difficulties that Eurostar faces in expanding its services would also be faced by any potential
competitors to Eurostar. As the UK is outside the Schengen Agreement, London-bound trains Richard Brown, Chief
must use platforms that are physically isolated,[150] a constraint which other international Executive of Eurostar.[220]
operators such as Thalys do not face. In addition, the British authorities are required to make
passenger security and passport checks before they board the train,[223] which might deter
domestic passengers. Compounding the difficulties in providing a similar service are the
Channel Tunnel safety rules, the major ones being the "half-train rule" and the "length rule". The
"half-train rule" stipulated that passenger trains had to be able to split in the case of
emergency.[49] Class 373 trains were designed as two half-sets, which when coupled form a
complete train, enabling them to be split easily in the event of an emergency while in the tunnel,
with the unaffected set able to be driven out. The half-train rule was finally abolished in May
2010. However, the "length rule", which states that passenger trains must be at least 375 metres
long with a through corridor (to match the distance between the safety doors in the tunnel), was
retained, preventing any potential operators from applying to run services with existing fleets Eurostar e300 trains, in their former
(the majority of both TGV and ICE trains are only 200m long).[224] livery at Brussels Midi/Zuid
French high-speed rail expansion
Eurostar expansion
At the same time as Pepy's announcement, Richard Brown announced that Eurostar's plans for expanding its network potentially
included Amsterdam and Rotterdam as destinations, using the HSL Zuid line. This would require either equipment upgrades of the
existing fleet, or a new fleet equipped for both ERTMS and the domestic signalling systems used by Nederlandse Spoorwegen.[225]
Following the December 2009 opening of HSL Zuid, a London–Amsterdam journey is estimated to take 4 hr 16 min.[226]
In an interview with Eurostar's Chief Executive Nicolas Petrovic in the Financial Times in May 2012, an intention for Eurostar to
serve ten new destinations was expressed, including Amsterdam, Frankfurt, Cologne, Lyon, Marseille and Geneva, along with a likely
second hub to be created in Brussels.[227][228]
In March 2016 in an interview with Bloomberg, Eurostar's Chief Executive expressed interest in operating a direct train service
between London and Bordeaux, but not before 2019. Journey time was said to be around four and a half hours using the new LGV
Sud Europe Atlantique.[229]
Southern France
In December 2012 Eurostar announced that on Saturdays during May 2013–June 2013 a new seasonal service would be introduced
to Aix-en-Provence, also serving Lyon Part-Dieu and Avignon TGV on the way (the latter being 6 kilometres (4 miles) from central
14 of 27 07/05/2020, 09:25
Avignon). This is in addition to the long-standing seasonal summer service on Saturdays during July and August and the first week
of September travelling to Avignon Centre.[230] The Aix-en-Provence services did not run in 2014 but was replaced along with the
seasonal Avignon Centre services with the new year-round service to Lyon and Marseille as of 1 May 2015.[177] In 2018, at least,
direct services to Lyon, Avignon and Marseille ran only from May to September,[231][232] with connections during the rest of the year
being offered via Eurostar but requiring a change to SNCF trains in Paris or Lille.[233] Travel time from London to Marseille was
roughly 6.5 hours in 2018.[232]
Netherlands
In September 2013, Eurostar announced an agreement with the Government of Netherlands and
NS, the Dutch railway company, to start twice daily services between London and Amsterdam
Centraal; the launch was initially planned for December 2016. The service will use the newly
bought Siemens Velaro trainsets and will also call at Brussels, and Rotterdam. The journey time
will be around four hours.[234]
Initially, trains stop in Brussels for about half an hour to allow domestic passengers from
Amsterdam and Rotterdam to leave and allow London bound passengers to board.[235]
Eventually, Passengers for London from Amsterdam and Rotterdam will undertake all security
checks before boarding and will be able to travel direct both ways. The trains will also convey The first Eurostar service from
passengers from the Netherlands on journeys to Brussels who will not need to pass through London after its arrival at
security and they will be allocated half the train which will be kept separate from the London- Amsterdam Centraal, 4 April 2018
bound passengers by locking the intermediate door. The Brussels-bound half of the train will be
security swept on arrival at Brussels before Brussels-to-London passengers can board.[236]
The journey from London to Amsterdam Centraal will take 3 hr 41 min and trains will call at Brussels Zuid/Midi and Rotterdam
Centraal Station. From Amsterdam Centraal to London St Pancras, trains will take 4 hr 9 min to include the 28 minute stop at
Brussels. Eurostar trains from London will also call at Antwerp Centraal and Schiphol Airport, although trains from Amsterdam will
miss out Antwerp on the journey back to London.[237]
In November 2014, Eurostar announced the service to Amsterdam would start in "2016-2017", and would include a stop at Schiphol
Airport in addition to the previously announced destinations. Eurostar have indicated that the calling pattern 'is not set in stone' and
if a business case supports it the service might be extended to additional cities such as Utrecht.[238]
The service was finally planned to start running on 4 April 2018, with fare prices starting at £35 for a single ticket.[239] An "inaugural
train" from St Pancras International to Amsterdam via Rotterdam broke a speed record for the journey to Brussels (1hr 46mins) on
20 February 2018.[239] The first regular service to Amsterdam left St Pancras at 08:31 on 4 April 2018.[240]
Planned merger with Thalys
On 27 September 2019, the heads of two of Eurostar's major shareholders, Guillaume Pepy of SNCF, and the chair of SNCB Sophie
Dutordoir publicized that Eurostar is planning to come together with its sister company the Franco-Belgian transnational rail service
Thalys.[241][242] The arrangement is to merge their operations under the working title of “Green Speed” is to expand services
outside the core London-Paris-Brussels-Amsterdam service, to create a grand Western European high-speed rail service covering the
UK, France, Belgium, the Netherlands and Germany to serve up to 30 million customers by 2030.[243]
As of 2019, Thalys assisted Eurostar with onwards connections between the two cites of Amsterdam and Brussels, and to provide the
Amsterdam to London service, in lieu of passport and customs checks at Amsterdam Centraal station. Thalys currently uses two ex-
Eurostar class 373 trains (half-sets 373213 + 373224) to provide Thalys' no frills service IZY, between Paris and Brussels.
Competition
In 2010, international rail travel was liberalised by new European Union directives, designed to break up monopolies in order to
encourage competition for services between countries.[244][245] This sparked interest among other companies in providing services
in competition to Eurostar and new services to destinations beyond Paris and Brussels. The only rail carrier to formally propose and
secure permission for such a service up to now is Deutsche Bahn, which intends to run services between London and Germany and
the Netherlands. The sale of High Speed One by the British Government having effectively nationalised LCR in June 2009 is also
likely to stimulate competition on the line.[246]
In March 2010, it was announced that Eurotunnel was in discussions with the Intergovernment Commission, which oversees the
tunnel, with the aim of amending elements of the safety code governing the tunnel's usage. Most saliently, the requirement that
trains be able to split within the tunnel and each part of the train be driven out to opposite ends has been removed. However, the
proposal to allow shorter trains was not passed.[224] Eurotunnel Chairman & Chief Executive Jacques Gounon said that he hoped the
15 of 27 07/05/2020, 09:25
liberalisation of rules would allow entry into the market of competitors such as Deutsche Bahn. Sources at Eurotunnel suggested that
Deutsche Bahn could have entered the market at the timetable change in December 2012.[247] This, however, did not happen.
In July 2010 Deutsche Bahn (DB) announced that it intended to make a test run with a high-speed ICE-3MF train through the
Channel Tunnel in October 2010 in preparation for possible future operations.[248] The trial ran on 19 October 2010 with a Class
406 ICE train specially liveried with a British "Union flag" decal. The train was then put on display for the press at St Pancras
International. However, this is not the class of train that would be used for the proposed service. At the St Pancras ceremony, DB
revealed that it planned to operate from London to Frankfurt and Amsterdam (two of the biggest air travel markets in Europe), with
trains 'splitting & joining' in Brussels. It hoped to begin these services in 2013 using Class 407 ICE units, with three trains per day
each way—morning, midday and afternoon. Initially the only calling points would be Rotterdam on the way to Amsterdam, and
Cologne on the way to Frankfurt. Amsterdam and Cologne would be under four hours from London, Frankfurt around five
hours.[249] DB decided to put this on hold mainly due to advance passport check requirements. DB had hoped that immigration
checks could be done on board, but British authorities required immigration and security checks to be done at Lille Europe station,
taking at least 30 minutes.[100]
In August 2010, Trenitalia announced its desire to eventually run high-speed trains from Italy to the United Kingdom, using its
newly ordered high-speed trains. The trains will be delivered from 2013.[250]
Ridership
Cumulative ridership since 1994 has reached 190 million, 11 million passengers had used its international services during 2018, the
highest ever, a 7% increase on the 10·3 million carried in 2017.[251]
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Bibliography
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External links
Media related to Eurostar at Wikimedia Commons
Official website (http://eurostar.com)
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Eurostar - Wikipedia https://en.wikipedia.

Channel Tunnel Parent Eurostar International

High Speed 1 Reporting ES

Fares Website www.eurostar.com

Conception and planning

Regional Eurostar and Nightstar

Ashford International station

Ashford International station was the original station for

Rules for cycles on trains

Wi-Fi and onboard entertainment

(minor),[51] 2008 and 2015.[52]

Until the opening on 2 June 1996, of the first

Eurostar's punctuality has fluctuated from year to year, but

Awards and accolades

The last refurbished e300 re-entered service in April 2019.

signalling system, due to be fitted to High Speed 1 around 2040.[161]

Top speed Number

Intended to operate sleeper services over non-electrified parts of the

Were used primarily to rescue failed trains. Eurostar operated two of

Intended to operate the Nightstar sleeper services. Eurostar owned

Possible use of double-deck trains

Accidents, incidents and events

Stratford International station

French high-speed rail expansion

Planned merger with Thalys

16. "Eurostar celebrates 10 years at Ashford International" (https://web.archive.org/web/20120522090109/http://www.eurostar.com/U

41. "Ashford International to Brussels" (https://web.archive.org/web/20090130030911/http://eurostar.com/UK/uk/leisure/travel_inform

65. "Eurostar Snow Train" (https://web.archive.org/web/20121210031016/http://www.eurostar.com/static/micro_site/eurostar_snow_t

87. "Eurostar/Thalys partnership deal" (https://web.archive.org/web/20121025133519/http://www.highbeam.com/doc/1G1-14041054

109. "High Speed 1 delivers a record year for Eurostar" (https://web.archive.org/web/20090529061806/http://www.eurostar.com/UK/u

130. " 'Strong' 2012 for Eurostar" (https://archive.today/20130410050527/http://www.rail.co/2013/03/25/strong-2012-for-eurostar/).

203. "Catastrophe de Buizingen: un nouveau rapport critique la SNCB et Infrabel" (http://www.rtbf.be/info/societe/detail_catastrophe-d

Official website (http://eurostar.com)

Retrieved from "https://en.wikipedia.org/w/index.php?title=Eurostar&oldid=954201006"

This page was last edited on 1 May 2020, at 05:29 (UTC).

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