EUROSTAR TRAIN LINES
 

Eurostar is a high-speed train service in Western Europe connecting London and Kent in the United Kingdom with Paris and Lille in France, and Brussels in Belgium. In addition, there are limited services from London to Disneyland Resort Paris (Gare de Marne-la-Vallée - Chessy) and seasonal destinations in France. All Eurostar trains cross the English Channel through the Channel Tunnel.

The service is operated by 18-carriage Class 373 trains at up to 300 km/h (186 mph) on a network of high-speed lines. Since Eurostar began in 1994, new lines have been built in Belgium (HSL 1) and Southern England (High Speed 1) to the same standard as the LGV Nord line originally used in France, reducing journey times. The two-stage Channel Tunnel Rail Link project was completed on 14 November 2007, when the London terminus of Eurostar transferred from Waterloo International to St Pancras International station.

History

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. In addition to the tunnel's shuttle trains carrying cars and lorries between Folkestone and Calais, this decision provided for through passenger and freight trains from and to places further afield. British Rail and SNCF contracted with Eurotunnelto use half the tunnel's capacity. In 1987 Britain, France and Belgium set up an International Project Group to specify a train providing an international, high-speed service through the tunnel. Having been operating high-speed TGV services since 1981, and with construction of a new high-speed line between Paris and the Channel Tunnel (LGV Nord) under way, it was unsurprising that TGV technology was chosen for the trains. An order for 30 trainsets was placed in December 1989.

Testing the trains revealed problems on the 750V third-rail system in Britain. The trains were designed to shut down if causing electrical interference with signalling, and this happened frequently. However, the problems were solved and on 14 November 1994 Eurostar services began between Waterloo International station in London, Paris and Brussels.There were a few failures with the inaugeral runs of the Eurostar, including an incident with 400 members of the press onboard at the time.In 1995 the Eurostar was reaching speeds of 171.5 Kmph between London and Paris.Services to Ashford International followed on 8 January 1996.

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 Glasgow (via Edinburgh, Newcastle and York on the East Coast Main Line). Seven shorter NoL Eurostar trains for these Regional Eurostar services were built, but with predicted journey times of almost nine hours for Glasgow to Paris, the growth of low-cost air travel during the 1990s made the plans commercially unviable;[6] although both government policy and the privatisation of British Rail has been blamed as well.[7] 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. The leases ended in December 2005, and most of the NoL sets have since been transferred to SNCF for TGV services in northern France.

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.[8] These were also deemed commercially unviable, and the scheme was abandoned; in 2000 the coaches were sold to VIA Rail in Canada.[9]

High speed lines on the route

Currently Eurostar services run almost entirely on high-speed railway lines.

LGV Nord

LGV Nord is a French 333 km-long high-speed rail line that connects Paris to the Belgian border and the Channel Tunnel via Lille that opened in 1993. 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. Of all French high-speed lines, LGV Nord sees the widest variety of high-speed rolling stock and is quite busy; a proposed cutoff bypassing Lille, which would reduce Eurostar journey times to Paris, is called LGV Picardie.

HSL 1

Journey times between London and Brussels were improved when a Belgian high-speed line, HSL 1, opened on 14 December 1997. A further four-minute improvement for London-Brussels trains was achieved in December 2006 with a 435m Brussels South Viaduct.[10] Linking the international platforms of Brussels-South railway station with the high-speed 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 km (67 mile) high-speed railway line running from London through Kent to the British end of the Channel Tunnel.[11] 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.

A Eurostar on High Speed 1 travelling near the mid-Kent village of Charing

At 18:12 on 13 November 2007 the last Eurostar service left Waterloo International, and on 14 November 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; at a cost of £800 million this was extensively rebuilt and extended in length to cope with the 394 m (431 yd) Eurostar trains.[12] The first service left St Pancras at 11:06 for Brussels, with the first arrival from the same city pulling in at 11:09. The first train to Paris departed at 11:03.[13]

Shortly before the opening, two special runs took place. 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.[14] Transporting journalists and railway workers, the train was the first passenger-carrying arrival at the St Pancras International station.[15] On 20 September 2007, Eurostar broke another record as it completed the journey from Brussels to London in 1 hour, 43 minutes. The train left Brussels-South Station at 10:05, and reached St Pancras International at 11:48.[16]

From 30 October to early November 2007 Eurostar conducted an Integrated Volume Testing programme in which some 6,000 members of the public were involved in passenger check-in, immigration control and departure trials, during which the 'passengers' each made three return journeys out of St Pancras to the entrance to the London tunnel.

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. Line speeds are 300 km/h except within the tunnel sections, where lower speeds apply for safety reasons. Non-stop journey times have been reduced by a further 20 minutes to 2 hours 15 minutes for London-Paris and 1 hour 51 minutes London-Brussels.

Since 14 November 2007 all Eurostar trains have been routed via High Speed 1 from the redeveloped London terminus at St Pancras International.[17][18] It had originally been intended to retain some Eurostar services at Waterloo International terminal, but this was ruled out on cost grounds.

Eurostar today

Routes and services

[hide] v • d • e Eurostar route map

Legend 0:00 St. Pancras International Stratford International (opening 2010) 0:15 Ebbsfleet International Fawkham Junction 0:30 Ashford International GB-FR border (Channel Tunnel) 0:54 Calais-Fréthun 1:20 Lille-Europe France-Belgium border 1:51 Bruxelles Midi/Brussel-Zuid 2:15 Paris Gare du Nord 2:33 Marne la Vallée-Chessy (Disneyland) 5:40 Avignon Centre (summer only) 6:27 Moûtiers (ski) 6:59 Aime la Plagne (ski, set down only) 7:17 Bourg Saint Maurice (ski) Times shown are fastest timetabled journey from London St Pancras.

Eurostar departure information - Brussels

Eurostar offers 17 weekday London St Pancras — Paris-Gare du Nord services (20 on Fridays) including 6 non-stop (8 on Fridays), and 11 London — Brussels-South trains including 3 non-stop.[19] In addition, there is one round-trip London—Disneyland Paris and two seasonal services: from July to September there is a weekly London–Ashford–Avignon service, and in the winter twice-weekly Snow Trains to Bourg-Saint-Maurice, Aime-la-Plagne and Moutiers in the Alps; one runs overnight and the other is a daytime round-trip.

Intermediate stations are Ebbsfleet International in northwest Kent, Ashford International in southeast Kent, and Calais-Fréthun and Lille-Europe in northern France.

Since the opening of Ebbsfleet International on 19 November 2007, only three trains a day to Paris and one to Disneyland Paris call at Ashford. After a period during which no Brussels trains served the station (to much complaint from the affected communities),[20][21][22] on 23 February 2009 Eurostar re-introduced one daily Ashford to Brussels service.[23]

Completion of High Speed 1 has increased the potential number of trains serving London. Capacity exists for up to eight per hour in each direction from London to Continental Europe, moving the bottleneck to the Channel Tunnel. Separation of Eurostar from UK domestic services through Kent means timetabling is now unaffected by peak-hour restrictions.

Eurostar is a member of the Amadeus CRS distribution system, making its tickets available alongside those of airlines worldwide.[24] Through fares are available from 68 UK towns and cities to destinations in France and Belgium.[25]

Controls and security

Because the UK is not part of the Schengen Agreement,[26] all Eurostar passengers must submit to border and luggage controls. Both the UK government and the Schengen governments (Belgium and France) have legal obligations to check the travel documents of those entering their respective countries.

Eurostar passengers travelling inside the Schengen area (mainly from Brussels to Lille) are also checked by the UK police within Belgian territory, since there is no way of separating them out from Brussels-London passengers. 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.[27]

On several occasions people have illegally tried to stow away onboard the train,[28][29] sometimes in large groups,[30] trying to enter the UK hence border monitoring and security is extremely tight. This security often receives significant investment by Eurostar,[31] in comparison to airport security it is less time-consuming, which is popular with passengers.[32]

Operational performance

Eurostar was quickly hailed as having set new standards in international rail travel and has won several accolades recognising its high standards.[33][34]

Eurostar's punctuality has fluctuated from year to year, but usually remains over 90%; in 2006 92.7% of services operated were on time,[35] and in 2007 91.5% were on time.[36][37] In the first quater of 2009, 96% of Eurostar services were punctual compared with rivalling air routes' 76%.[38]

An advantage held by Eurostar is the convenience and less time taken up by the service; with quicker boarding[32][39] and high punctuality, it takes less time to get between London and Paris by high speed rail than it does through the airports. Eurostar now has a dominant share of the combined rail/air market on its three-capitals routes. In 2007 it achieved unprecedented market shares of 71% for London-Paris and 65% for London-Brussels.[40] In 2009 Eurostar vastly increased its budget ticket availability to help maintain and grow its dominant marketshare.[41]

Eurostar's passenger numbers initially failed to meet predictions. In 1996 London and Continental Railways forecast numbers would reach 21.4 million by 2004,[42] but only 7.3 million was achieved. In 2007 Eurostar's target was 10 million passengers by 2010.[43][44] 2008 was a record year for Eurostar with a 10.3% rise in passenger use;[45] however Eurostar saw an 11.5% dip[46] in passenger numbers in the first three months of 2009 compared to 2008, due to a recession[47] and a fire inside the Channel Tunnel.[48]

Eurostar states that a number of factors are likely to support its latest growth targets:

• The improvement in the quality of its service in terms of journey times, punctuality and station facilities.
• An increasing awareness of the environmental effects of air travel. Eurostar states that its service emits much less carbon dioxide than a comparable flight,[49] and that its remaining carbon emissions are now offset making its services carbon neutral.[50][51]
• Expansion of the high-speed rail network in Europe (such as HSL-Zuid), bringing more destinations within rail-competitive range.

Rolling stock

Eurostar in Savoie, in the French Alps

Built from 1992 to 1996, the Eurostar fleet consists of 38 electric multiple unit trains, designated Class 373 in the United Kingdom and TGV373000 in France. There are two variants:

• 31 "Three Capitals" sets consisting of two power cars and 18 carriages. These trains are 394 metres long and can carry 750 passengers: 206 in first class, 544 in standard class.[53]
• 7 shorter "North of London" trains which have 14 carriages and are 320m long. These sets have a capacity of 558 seats (114 first class, 444 standard), and were designed to operate the aborted Regional Eurostar services.

The formation of the Three Capitals trains is shown in the table below, with vehicles listed in the order they are placed in the unit.

The trains are essentially modified TGV sets,[54] and can operate at up to 300 km/h (186 mph) on high-speed lines, and 160 km/h (100 mph) in the Channel Tunnel.[55][56] Speed limits in the Channel Tunnel are dictated by air-resistance, energy (heat) dissipation and the need to fit in 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. 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 from the damaged half and driven out of the tunnel to safety. 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.

In 2004–2005 the "Three Capitals" sets still in daily use for international services were refurbished with a new interior designed by Philippe Starck.[57] The old 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 1 and 18 in Standard class. Premium First class was renamed BusinessPremier.

As 27 of the 31 Three Capitals sets are sufficient to operate the service, four are currently used by SNCF for domestic services; one of these regularly operates the Paris-Lille shuttle.

Class	Image	Type	Top speed		Number	Routes operated	Built
			mph	km/h
Class 373 Eurostar		Electric multiple unit	186	300	28	London-Paris London-Brussels London-Marne-la-Vallée – Chessy London-Avignon London-Bourg Saint Maurice	1992

Mid-Life Update

In 2008, Eurostar announced that it would be carrying out a mid-life update of its Class 373 trains. This process will include the 28 units making up the Eurostar fleet, but not the three Class 373/2 units used by SNCF or the Class 373/3 "North of London" sets.[58] As a part of the update process, the Italian company Pininfarina has been contracted to redesign the interiors;[59] the first refurbished Eurostar is due in service in 2012. [60] Eurostar plans for the entire process to be complete by 2014, allowing the fleet to remain in service beyond 2020.[61]

Locomotives

Eurostar has operated a number of locomotives:

• Class 37 - a diesel locomotive intended to operate sleeper services over non-electrified parts of the railway network in Britain. Eurostar retained three locomotives for the rescue of failed trains, route learning and driver training, but disposed of them when the new Temple Mills Depot opened in November 2007.[62]
• Class 73 - an electro-diesel locomotive used primarily to rescue failed trains. Eurostar operated two of these from its North Pole depot until 2007, when they were loaned to a pair of educational initiatives having become redundant following the move to Temple Mills.[63][64]
• Class 92 - an electric locomotive intended to operate the sleeper services. Eurostar owned seven units of this class, which never saw service until they were sold in 2007 to Europorte 2.[65]

Organisation

Eurostar services are under unified a management called the Eurostar Group. In each country, a member company undertakes Eurostar operation:

• Belgium — NMBS/SNCB or B-rail
• France — SNCF
• United Kingdom — Eurostar (U.K.) Ltd. or (EUKL)
  • EUKL managed (under contract) by InterCapital and Regional Rail (ICRR), a consortium of:
    • National Express Group (40%),
    • SNCF (35%)
    • NMBS/SNCB (15%)
    • British Airways (10%).

Eurostar is a member of Railteam, a marketing alliance formed in July 2007 of seven European high-speed rail operators, including Thalys.[66] The alliance plans to allow tickets to be booked from one end of Europe to the other on one website.[66]

Future developments

A number of possible future developments affecting the Eurostar service have been mooted:

Services from Stratford International station

The intended purpose of Stratford International station was to act as a London stop for regional Eurostar trains. However this plan is under review[67] and it remains uncertain whether international trains will call at the station.[68] Eurostar has not announced any plans for services to call at Stratford, and there is no mention of international services from the station on the HS1 website;[69] but it is expected that Eurostar trains will stop there after the Docklands Light Railway extension to Stratford International is open in mid-2010.[70] The station will see greater use during the 2012 Olympic Games when the "Javelin" service comes into operation.[71]

Regional Eurostar

Although the original plan for Regional Eurostar services to destinations north of London was abandoned, the significantly improved journey times now available following the opening of High Speed 1 — which has connections to both the East Coast Main Line and the North London Line (for the West Coast Main Line) at St Pancras — and recently increased maximum speeds on the West Coast Main Line, may make potential Regional Eurostar services more viable. This would be even more likely if proposals are adopted for a new high-speed line from London to the north of Britain.[72]

Key pieces of infrastructure still belong to LCR via their 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.[73][74] While no announcement has been made of plans to start Regional Eurostar services, it remains a possibility for the future. In the meantime, the nearest alternative to a Regional Eurostar service is same-station connection with East Midlands Trains trains at St Pancras. The planned renovation of King's Cross will see a new concourse built to aid access with St Pancras,[75] giving National Express, First Hull Trains and Grand Central services better connections with Eurostar.

Increased rolling stock

In addition to the announced Mid-Life Update of the existing Class 373 fleet, in 2009 Eurostar reportedly entered prequalification bids for eight new trainsets to be purchased.[76]

LGV Picardie

LGV Picardie is a proposed high-speed line running 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 to 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.[77]

New destinations and competition

The reduced journey times offered by the opening of High Speed 1 and the openi