High Speed 1: Difference between revisions

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Template:Short description Script error: No such module "redirect hatnote". Template:Use dmy dates Template:Use British English Template:Good article Template:Infobox rail line

High Speed 1 (HS1), officially the Channel Tunnel Rail Link (CTRL), is a Template:Convert high-speed railway linking London with the Channel Tunnel.

It is part of the line carrying international passenger traffic between the United Kingdom and mainland Europe; it also carries domestic passenger traffic to and from stations in Kent and east London, and continental European loading gauge freight traffic. From the Channel Tunnel, the line crosses the River Medway, and tunnels under the River Thames, terminating at London St Pancras International station on the north side of central London. It cost £6.84 billion to build and opened on 14 November 2007.^[1] Trains run at speeds of up to Template:Convert on HS1.^[2]^[3]^[4] There are intermediate stations at Template:Stnlnk in London, Ebbsfleet International in northern Kent and Ashford International in southern Kent.

International passenger services are provided by Eurostar International, with journey times from London St Pancras International to Paris Gare du Nord in 2Template:Nbsphours 15Template:Nbspminutes, and London St Pancras International to Brussels South/Bruxelles-Midi/Brussel Zuid in 1Template:Nbsphour 51Template:Nbspminutes.^[5] Template:As of, Eurostar uses a fleet of 27 Class 373/1 multi-system trains capable of Template:Convert and Template:Convert Class 374 trains. Domestic high-speed commuter services serving intermediate stations and beyond began on 13 December 2009. The fleet of 29 Class 395 passenger trains reach speeds of Template:Convert.^[6] DB Cargo UK run freight services on High Speed 1 using adapted Class 92 locomotives, enabling flat wagons carrying continental-size swap body containers to reach London for the first time.^[7]

The CTRL project saw new bridges and tunnels built, with a combined length nearly as long as the Channel Tunnel itself, and significant archaeological research undertaken.^[8] In 2002, the CTRL project was awarded the Major Project Award at the British Construction Industry Awards.^[9]

Early history

Script error: No such module "labelled list hatnote". A high-speed rail line, LGV Nord, has been in operation between the Channel Tunnel and the outskirts of Paris since the Tunnel's opening in 1994.^[10] This has enabled Eurostar rail services to travel at 300 km/h (186 mph) for this part of their journey. A similar high-speed line in Belgium, from the French border to Brussels, HSL 1, opened in 1997.^[11]^[12] In Britain, Eurostar trains had to run at a maximum of Template:Convert on existing tracks between London Waterloo International and the Channel Tunnel.^[13] These tracks were shared with local traffic, limiting the number of services that could be run, and jeopardising reliability.^[14] The case for a high-speed line similar to the continental part of the route was recognised by policymakers,^[15] and the construction of the line was authorised by Parliament with the Channel Tunnel Rail Link Act 1996,^[16] which was amended by the Channel Tunnel Rail Link (Supplementary Provisions) Act 2008.^[17]^[18]

An early plan conceived by British Rail in the early 1970s for a route passing through Tonbridge met considerable opposition on environmental and social grounds, especially from the Leigh Action Group and Surrey & Kent Action on Rail (SKAR). A committee was set up to examine the proposal under Sir Alexander Cairncross; but in due course environment minister Anthony Crosland announced that the project had been cancelled,^[19] together with the plan for the tunnel itself.

The next plan for the Channel Tunnel Rail Link involved a tunnel reaching London from the south-east, and an underground terminus in the vicinity of London King's Cross station. A late change in the plans, principally driven by Deputy Prime Minister Michael Heseltine's desire for urban regeneration in East London, led to a change of route, with the new line approaching London from the east. This opened the possibility of reusing the underused St Pancras railway station as the terminus, with access via the North London Line that crosses the throat of the station.^[20]

The idea of using the North London line proved illusory, and it was rejected in 1994 by the then Transport Secretary, John MacGregor, as too difficult to construct and environmentally damaging.^[21] The idea of using St Pancras station as the core of the new terminus was retained, albeit now linked by Template:Convert of specially built tunnels to Dagenham via Stratford.^[20]

London & Continental Railways (LCR) was chosen by the UK government in 1996 to build the line and to reconstruct St Pancras station as its terminus, and to take over the British share of the Eurostar operation, Eurostar (UK). The original LCR consortium members were National Express, Virgin Group, SG Warburg & Co, Bechtel and London Electric.^[22]^[23] While the project was under development by British Rail it was managed by Union Railways, which became a wholly owned subsidiary of LCR. On 14 November 2006, LCR adopted High Speed 1 as the brand name for the completed railway.^[24] Official legislation, documentation and line-side signage have continued to refer to "CTRL".

Project

As the Channel Tunnel Act 1987 made government funding for a Channel Tunnel rail link unlawful,^[25] construction did not take place, as it was not financially viable. Construction was delayed until the passage of the Channel Tunnel Rail Link Act 1996,^[16] which provided construction powers that would run for ten years. The chief executive, Rob Holden, stated that it was the "largest land acquisition programme since the Second World War".^[26]

The whole route was to have been built as a single project, but in 1998, serious financial difficulties arose, and extensive changes came with a British government rescue plan.^[27] To reduce risk, the line was split into two separate phases,^[28] to be managed by Union Railways (South) and Union Railways (North). A recovery programme was agreed whereby LCR sold government-backed bonds worth £1.6 billion to pay for the construction of section 1, with the future of section 2 still not settled.

The original intention had been for the new railway, once completed, to be run by Union Railways as a separate line from the rest of the British railway network. As part of the 1998 rescue it was agreed that following completion, section 1 would be purchased by Railtrack with an option to purchase section 2. In return, Railtrack was committed to operate the whole route as well as London St Pancras International, which, unlike all other former British Rail stations, had been transferred to LCR/Union Railways in 1996.^[29]

In 2001, Railtrack announced that because of its own financial problems, it would not undertake to purchase section 2,^[30]^[31]^[32] triggering a second restructuring.^[33] The 2002 plan agreed that the two sections would have different owners (Railtrack for section 1, LCR for section 2) but with common Railtrack management. Following further financial problems at Railtrack,^[34] its interest was sold back to LCR, which then sold the operating rights for the completed line to Network Rail, Railtrack's successor. Under this arrangement LCR became the sole owner of both sections of the CTRL and the St Pancras property, as per the original 1996 plan.Script error: No such module "Unsubst". Amendments were made in 2001 for the new station at Stratford International and connections to the West Coast Main Line.

As a consequence of the restructuring, the LCR consortium in 2001 consisted of engineering consultants and construction firms Arup, Bechtel, Halcrow and Systra (which form Rail Link Engineering (RLE)); transport operators National Express and SNCF (which operates the Eurostar (UK) share of the Eurostar service with the National Railway Company of Belgium and British Airways), the electricity company EDF and UBS.

There were several deaths of employees working on the CTRL over the construction period. One occurred on 28 March 2003 near Folkestone when a worker came into contact with the energised power supply.^[35] Another death occurred two months later, in May 2003, when a scaffolder fell Template:Cvt at Thurrock, Essex.^[36] Three companies were found guilty of breaching health and safety legislation by omitting to provide barriers, resulting in Deverson Direct Ltd. being ordered to pay a fine of £50,000, J.Murphy & Sons Ltd. £25,000, and Hochtief AG £25,000.^[36] Two more deaths resulted from a fire on board a train carrying wires, one mile (Template:Convert) inside a tunnel under the Thames between Swanscombe, Kent, and Thurrock, Essex on 16 August 2005. The train shunter died at the scene^[37] and the train driver later died in hospital.^[38] It has been suggested that a large amount of blame for accidents throughout the project lay with individual behaviour, becoming such a problem that an internal programme was launched to tackle problem behaviour during the construction.^[39]

Ownership and licences to operate

On completion of section 1 by RLE, the line was handed over to Union Railways (South), which then handed it over to London & Continental Stations and Property (LCSP), the line's long-term owners. Once section 2 of the line had been completed, it was handed over to Union Railways (North), which handed it over to LCSP. The entire line, including St Pancras, is managed, operated and maintained by Network Rail (CTRL).

In February 2006, there were rumours that a 'third party' (believed to be a consortium headed by banker Sir Adrian Montague) had expressed an interest in buying out the present partners in the project.^[40] LCR shareholders rejected the proposal,^[41] and the government, which could effectively overrule shareholders' decisions as a result of LCR's reclassification as a state-owned body,^[42] decided that discussions with shareholders would not take place imminently, which effectively backed shareholders' views on the proposed takeover.^[41]

By May 2009, LCR had become insolvent, and the government received an agreement to use state aid to purchase the line and to open it up to competition to allow other services to use it apart from Eurostar.^[43] LCR's wholly owned subsidiary, HS1 Ltd, thus became the property of the Secretary of State for Transport.^[44] On 12 October 2009 a proposal was announced to sell £16 billion of state assets including HS1 Ltd in the following two years to cut UK public debt.^[45]

In November 2010, the HS1 concession was awarded for a duration of thirty years to an investment consortium bringing together two Canadian public pension funds: Ontario Municipal Employees Retirement System (through its subsidiary Borealis Infrastructure), and Ontario Teachers' Pension Plan for £2.1Template:Nbspbillion.^[46] At the time, UK pension investors had generally limited interest in such long-term, illiquid, 'infrastructure assets'.^[47]

Under the concession, HS1 Ltd has the rights to sell access to track and to the four international stations (St Pancras, Stratford, Ebbsfleet and Ashford) on a commercial basis, under the scrutiny of the Office of Rail & Road. At the end of thirty years, ownership of the assets will revert to the government.^[44] The private operator does not hold the freehold or rights to any of the associated land.^[48]

In 2017, the sale of the 30 year HS1 concession was announced to funds advised and managed by InfraRed Capital Partners and Equitix Investment Management; participants include HICL Infrastructure (35%), Equitix (35%) and South Korea's National Pension Service (30%), for an enterprise value of £3Template:Nbspbillion.^[49]^[50]

HS1 Ltd rebranded as London St. Pancras Highspeed in February 2025.^[51]

Building cost

The cost of construction was £6.84 billion. At £51 million per mile, this was higher than other projects in many other countries.^[1] The French LGV Est, a line built largely through near-flat fields (save for the Saverne Tunnel) and which terminates outside its urban centres (Vaires-sur-Marne for Paris and Vendenheim for Strasbourg) cost £22 million per mile.^[1] Its phase one was completed in 2007 and phase two in 2016.^[1]

Route

File:High Speed 1.png

HS1 within the United Kingdom, with the Channel Tunnel and LGV Nord also shown

File:Ctrl-testing-300kmh-Class-373-lab-car.jpg

Train 3313/3314 served as a laboratory train, reaching Template:Convert during Section 1 testing in 2003

File:Eurostar on CTRL.jpg

A Eurostar train on the CTRL, near Ashford

Template:See also2 The high-speed railway operates as a "seven-day railway", with full availability on all days. Heavy maintenance is performed overnight.^[52]^[53]^[54]Template:Rp Template:As of, track access charges were capped at approximately £71.35 per minute. In 2008, the cost of running a train along the full length of the line between St Pancras and the Channel Tunnel was £2,244; with lower costs of £2,192 for a domestic service to Ashford International, or £1,044 for St Pancras to Ebbsfleet International.^[54]Template:Rp A discounted rate of £4.00 per kilometre was made available for night-time-only railfreight operation until 31 March 2015.^[55]

Section 1

Section 1 of the Channel Tunnel Rail Link, opened on 28 September 2003, is a Template:Convert section of high-speed track from the Channel Tunnel to Fawkham Junction in north Kent with a maximum speed of Template:Convert. Its completion cut the London–Paris journey time by around 21Template:Nbspminutes, to 2Template:Nbsphours 35Template:Nbspminutes. The line includes the Medway Viaduct, a Template:Convert bridge over the River Medway,^[56] and the North Downs Tunnel, a Template:Convert long, Template:Convert diameter tunnel.^[57] In safety testing on the section prior to opening, a new UK rail speed record of Template:Convert was set.^[58] Much of the new line runs alongside the M2 and M20 motorways through Kent. After its completion, Eurostar trains continued to use suburban lines to enter London, arriving at Waterloo International.

Unlike most LGV stations in France, the through tracks for Ashford International station are off to one side rather than going through, partly because the station pre-dates the line.^[59] High Speed 1 approaches Ashford International from the north in a cut-and-cover "box"; the southbound line rises out of this cutting and crosses over the main tracks to enter the station. The main tracks then rise out of the cutting and over a flyover. On leaving Ashford, southbound Eurostars return to the high-speed line by travelling under this flyover and joining from the outside.^[60] The international platforms at Ashford are supplied with both overhead 25Template:NbspkVTemplate:Nbsp AC and third-rail 750Template:NbspVTemplate:Nbsp DC power, avoiding the need to switch power supplies. Within Ashford, the speed limit on High Speed 1 is Template:Convert.

Section 2

Section 2 of the project opened on 14 November 2007, and is a Template:Convert stretch of track from the newly built Ebbsfleet station in Kent to London St Pancras. Completion of the section cut journey times by a further 20Template:Nbspminutes (London–Paris in 2Template:Nbsphours 15Template:Nbspminutes; London–Brussels in 1Template:Nbsphour 51Template:Nbspminutes). The route starts with a Template:Convert tunnel which dives under the Thames on the edge of Swanscombe,^[61] then runs alongside the London, Tilbury and Southend line as far as Dagenham, where it enters two long tunnels to reach St Pancras. The two tunnels (much of which is directly under the North London Line) are Template:Convert and the Template:Convert in length, split by a Template:Convert stretch that runs close to the surface to serve Stratford International and the Temple Mills Depot.^[62]^[63] The new depot, to the north of Stratford, replaced the North Pole depot in the west of London.^[64] In testing, the first Eurostar train ran into St Pancras on 6 March 2007.^[65] All CTRL connections are fully grade-separated.

Stations

In geographic order:

St Pancras International

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File:Eurostar trains at St Pancras.jpg

Eurostar trains at St Pancras International

The terminus for the high-speed line in London is St Pancras railway station. During the 2000s, towards the end of the construction of the CTRL, the entire station complex was renovated, expanded and renamed as St Pancras International,^[66]^[67] with a new security-sealed terminal area for Eurostar trains to continental Europe.^[68] In addition, it retained traditional domestic connections to the north and south of England. The new extension doubled the length of the central platforms now used for Eurostar services; new platforms have been provided for existing domestic East Midlands Trains and the Southeastern high-speed services that run along High Speed 1 to Kent.^[69] New platforms on the Thameslink line across London were built beneath the western margins of the station, and the station at King's Cross Thameslink was closed.

A complex junction has been built north of St Pancras with connections to the East Coast Main Line, North London Line (for West Coast Main Line) and Midland Main Line, allowing for a wide variety of potential destinations albeit on conventional rails. As part of the works, tunnels connecting the East Coast Main Line to the Thameslink route were also built in readiness for the forthcoming Thameslink Programme.^[70]

Stratford International

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Stratford International railway station was not part of the original government plans for the CTRL.^[71] Despite its name, no international services have ever called there. Completed in April 2006, it opened on 30 November 2009 when the domestic preview Southeastern highspeed services started calling there.^[72] An extension of the Docklands Light Railway opened to Stratford International in August 2011.^[73] It forms part of the complex of railway stations for the main site where the 2012 Summer Olympics were held.^[74]

Ebbsfleet International

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Ebbsfleet International railway station in the borough of Dartford, Kent is Template:Convert outside the eastern boundary of Greater London and opened to the public on 19 November 2007.^[75] It became Eurostar's main station in Kent.^[76]^[77]^[78] Two of the platforms are designed for international passenger trains and four for high-speed domestic services.^[79] A high-speed domestic service operated by Southeastern to London St Pancras began on 29 June 2009. Eurostar has not served the station since the COVID-19 pandemic in 2020, and services will not return until at least 2026.^[80]^[81]

Ashford International

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This station was rebuilt as Ashford International during the early 1990s for international services from mainland Europe; this included the addition of two platforms to the north of station (the original down island platform had been taken over by international services). Unlike normal LGV stations in France, the through tracks for Ashford International railway station are off to one side rather than going through.^[59] The number of services was reduced after the opening of the Ebbsfleet station. A high-speed domestic service operated by Southeastern to London St Pancras began on 29 June 2009. Eurostar has not served the station since the COVID-19 pandemic in 2020, and services will not return until at least 2026.^[80]^[81]

HS1 Ltd. (London St. Pancras Highspeed) also operates the Singlewell Infrastructure Maintenance Depot.

Temple Mills Depot in London Leyton, roughly Template:Cvt northwest of Stratford International station, is used for storage and servicing of Eurostar trains and off-peak berthing of Class 395 Southeastern high-speed trains.

Infrastructure

File:Ctrl-testing-Descending off the Ashford flyover.jpg

A high-speed tunnel and flyover take non-stopping trains past Ashford International at Template:Convert

The railway is maintained from Singlewell Infrastructure Maintenance Depot.^[82]

The construction work of the line was complex, and many contractors were involved in delivering them.^[83] The CTRL Section 2 construction works had caused considerable disruption around the Kings Cross area of London; in their wake redevelopment was stimulated.^[84]^[85] The large redevelopment area includes the run-down areas of post-industrial and ex-railway land close to King's Cross and St Pancras, a conservation area with many listed buildings; this was promoted as one of the benefits for building the CTRL.^[86] It has been postulated that this development was actually suppressed by the construction project,^[87] and some affected districts were said still to be in a poor state in 2005.^[88]

Track

Both track and signalling technology (TVM-430 + KVB) are based on or identical to the standards used on the French LGV high-speed lines. The areas around St Pancras and Gare du Nord use colour light and KVB signalling^[89] with the whole of the high-speed route to Paris (CTRL, Channel Tunnel, LGV Nord) using TVM-430. Traffic between London and the Channel Tunnel is controlled from the Ashford signalling centre. Signalling tests before opening were performed by the SNCF-owned "Lucie" test car.^[90]

The track is Template:RailGauge^[91] cleared to a larger modern European GC loading gauge^[91] enabling GC gauge freight as far as the yards at Barking.^[92]^[93] The line is electrified entirely using overhead lines with 25 kV AC railway electrification.

File:Class373-eurostar-north-downs-tunnel-high-speed-1-telephoto.jpg

North Downs Tunnel, northern portal under Blue Bell Hill

Tunnels

After local protests,^[94]^[95] early plans were modified to put more of the route into tunnels up until a point approximately Template:Convert from St Pancras. Previously the CTRL was planned to run on an elevated section alongside the North London Line on approach into the line's terminus. The twin tunnels bored under London were driven from Stratford westwards towards St Pancras, eastwards towards Dagenham and from Dagenham westwards to connect with the tunnel from Stratford. The tunnel boring machines were Template:Convert long and weighed Template:Convert. The depth of the tunnels varies from Template:Convert. The two London tunnels are Template:Convert and Template:Convert in length, split by Stratford International station.^[62]^[63]

Other major tunnels along the route include a Template:Convert tunnel underneath the River Thames at Thurrock in Essex^[61] and the Template:Convert North Downs Tunnel near Maidstone in Kent.^[57]

Viaducts

Several major viaducts are present on the route, with three viaducts over Template:Convert in length. The Medway Viaduct takes the line over the River Medway adjacent to the M2 motorway,^[56] the Thurrock Viaduct takes the line under the A282 Dartford Crossing^[96] and the Ashford Viaduct takes the fast lines over Ashford International station.^[60]

Connection line to Waterloo

A Template:Convert connecting line providing access for Waterloo International leaves High Speed 1 at Southfleet Junction using a grade-separated junction; the main CTRL tracks continue uninterrupted through to CTRL Section 2 underneath the southbound flyover. The connection joins the Chatham Main Line at Fawkham Junction with a flat crossing. The retention of Eurostar services to Waterloo after the line to St Pancras opened was ruled out on cost grounds.^[97] Waterloo International closed upon opening of the section two of the CTRL in November 2007; Eurostar now serves the refurbished St Pancras as its only London terminal, so this connecting line is no longer used in regular service,^[98]^[99] but can be used by Class 395 passenger trains.^[100]

Services

International passenger services on this line are operated by Eurostar, with maximum speed Template:Convert, while domestic passenger services are operated by Southeastern as far as Ashford International, with maximum speed Template:Convert.

High Speed 1 was built to allow eight trains per hour through to the Channel Tunnel.^[101] As of May 2014, Eurostar runs two to three trains per hour in each direction between London and the Channel Tunnel.^[102] Southeastern runs in the high peak eight trains per hour between London and Ebbsfleet, two of these continuing to Ashford.^[103] During the 2012 Olympic Games, Southeastern provided the Olympic Javelin service with up to twelve trains per hour from Stratford into London.^[104]

Freight

The route was built with freight provision from the beginning. It has spurs leading to and from the freight terminal at Dollands Moor (Folkestone) and the freight depot at Barking (Ripple Lane), north of the River Thames. Long passing loops to hold freight trains while passenger trains overtake them were built at Lenham Heath and Singlewell.

Freight trains operated by EWS first ran over CTRL Section 1, on the consecutive evenings of 3–4 April 2004. Five freight trains that would have run via the classic lines were diverted to run over the Channel Tunnel Rail Link instead: three southbound intermodal trains on 3 April 2004 and two northbound intermodal trains on 4 April 2004.^[105]

Operators

The railway is operated on an open access basis. Trains are operated by several organisations all operating over the same track. HS1 Ltd. is the network manager for the line, stations, and other infrastructure.^[106] Since February 2025, HS1 Ltd. has traded as London St. Pancras Highspeed, which it suggests would reflect a more consumer-facing role whilst looking at options to expand capacity at London St Pancras International railway station.^[107]

Network Rail (High Speed) Ltd

File:High Speed 1 - geograph.org.uk - 1735870.jpg

HS1 near the village of Hothfield in Kent.

HS1 Ltd is responsible for overall managing and running of the line – along with the international railway stations at St Pancras, Stratford, Ashford and Ebbsfleet^[108] – with responsibility for the infrastructure itself sub-contracted to Network Rail (High Speed) Ltd (formerly known as Network Rail (CTRL) acting as the controller and infrastructure manager.^[109] Network Rail (CTRL) Limited was created as a subsidiary of Network Rail on 26 September 2003 for £57 million to take over the assets of the CTRL renewal and maintenance operations.^[110] Network Rail (High Speed) operates engineering, track maintenance machines, rescue locomotives, and infrastructure- and test trains.^[111] Eurotunnel's subsidiary Europorte 2 operates its Eurotunnel Class 0001 (Krupp/MaK 6400) rescue locomotives on the line when required.^[112]

Various track recording trains run as necessary, including visits by the New Measurement Train. On the night of 4/5 May 2011 the SNCF TGV Iris 320 laboratory train took over, being hauled from Coquelles to St Pancras and back, towed by Eurotunnel Krupp locomotives numbers 4 and 5.^[113] The Iris 320 runs for Network Rail (High Speed) are an extension of the Template:Convert monitoring cycle already undertaken by SNCF International since December 2010 for Eurotunnel every two months.^[114]^[115]

Eurostar

File:StroodCTRL2.JPG

A Eurostar train in the original livery passing Strood, on approach to the Medway bridge

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The Eurostar service uses about 40% of the capacity of High Speed 1,^[116] which in November 2007 became the company's route for all its services prior to the merger with Thalys.^[117] Eurostar trains are for international traffic only, passing along the high-speed line from London St Pancras railway station to the Channel Tunnel, with the majority^[118] terminating at either Paris Gare du Nord in France or Brussels-South railway station in Belgium.^[119]^[120] A Eurostar train was used to set a new British rail speed record of Template:Convert on 30 July 2003.^[121]^[122] Prior to the formation of Eurostar International Limited, the British component of the Eurostar grouping was owned by London & Continental Railways, which had also previously owned the High Speed 1 infrastructure.^[123]

The fastest regular-service Eurostar journeys on record are 2Template:Nbsphours, 3Template:Nbspminutes and 39Template:Nbspseconds from Paris Gare du Nord to St Pancras, set on 4 September 2007;^[124] and 1Template:Nbsphour 43Template:Nbspminutes from Brussels South to St Pancras, set on 19 September 2007.^[125]

Class	Image	Type	Top speed		Number	Routes operated	Built
Class	Image	Type	mph	km/h	Number	Routes operated	Built
Class 373 Eurostar e300	File:3015 at Calais Frethun.jpg	EMU	186	300	28	Template:Plainlist	1992–1996
Class 374 Eurostar e320	File:Eurostar Class 374 on HS1.jpg	EMU	200	320	17	Template:Plainlist	2011–2018

Southeastern

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File:Class 395 Javelin STP 003.jpg

A Southeastern Class 395 train departing from London St Pancras railway station on a preview domestic service

Domestic high-speed services on High Speed 1 are operated by Southeastern. Having been in planning since 2004,^[126] a preview service of the British Rail Class 395 trains, popularly known as Javelins, started in June 2009,^[79] and regular services began on 13 December 2009. The quickest journey time from Ashford to London St Pancras is 35Template:Nbspminutes,^[127] compared with 80Template:Nbspminutes for the service to London Charing Cross via Tonbridge.^[128] This service on Section 2 of the CTRL, known previously as CTRL-DS, was a factor in London's successful 2012 Olympic Bid, promising a seven-minute journey time from the Olympic Park at Stratford to the London terminus at St Pancras.^[129]

Class	Image	Type	Top speed		Number	Routes operated	Built
Class	Image	Type	mph	km/h	Number	Routes operated	Built
Class 395	File:395018 London St Pancras.jpg	Electric multiple unit	140	225	29	Template:Plainlist	2007–2009

DB Cargo UK

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File:Class-92-db-red-92009-dollands-moor-1.jpg

DB Cargo UK Class 92s haul freights over High Speed 1

DB Cargo is a global freight operator with a large interest in freight over rail in Europe.^[130] While High Speed 1 was constructed with freight loops, no freight traffic had run upon the line since opening in 2003.^[131] On 16 April 2009, DB Schenker signed an agreement with HS1 Ltd, the owner of High Speed 1, for a partnership to develop TVM modifications for class 92 freight locomotives to run on the line.^[132] On 25 March 2011, for the first time a modified class 92 locomotive travelled from Dollands Moor to Singlewell using the TVM430 signalling system.^[133] A loaded container train ran for the first time on 27 May 2011, to Novara in Italy. Following further trials with loaded wagons^[134]^[135] DB is to upgrade five Class 92 locomotives to allow them to run on High Speed 1.^[136] From 11 November 2011 a weekly service using European-sized swap body containers has run between London and Poland using High Speed 1.

Class	Image	Type	Top speed		Number	Built	Notes
Class	Image	Type	mph	km/h	Number	Built	Notes
Class 92	File:92027 George Eliot at Stafford.jpg	Electric locomotive	87	140	46	1993–1996

Future operations and intentions

Deutsche Bahn

File:SiemensVelaroD-InnoTrans2010.jpg

Deutsche Bahn planned services using Siemens VelaroTemplate:NbspD trains

In November 2007, it was reported that DB, Germany's national train company, had applied to use the Channel Tunnel and High Speed 1 into London. This was denied by Deutsche Bahn, and the bi-national Channel Tunnel Safety Authority confirmed that it had not received such an application.^[137] The plan was delayed by safety regulations as Deutsche Bahn's fleet of ICE 3M high-speed trains could not be divided in the tunnel in an emergency.^[138]

In December 2008, it was reported that DB was interested in buying the British share in Eurostar,^[139] which in practice meant buying Eurostar (UK) Ltd., the 100% subsidiary of London & Continental Railways (LCR), which the British government intended to break up and sell just as it did the other rail-related subsidiary of L&CR, HS1 Ltd.^[140]^[141] The buyer of EUKL would become the owner of the 11 British "Three Capitals" Class 373 trainsets plus all seven "North of London" sets, and would also be responsible for the operations of Eurostar traffic within Britain once the management contract with ICRR expires in 2010. Guillaume Pépy, the president of SNCF, who held a press conference the same day, described DB's interest as "premature, presumptuous and arrogant".^[142] SNCF claims to own 62% of the shares of Eurostar Group Ltd. Hartmut Mehdorn, then CEO of Deutsche Bahn, confirmed DB's interest but insisted in a letter to Pépy that DB had only informally requested information and not made any official requests to Britain's Department for Transport.^[143]

In 2009, Eurotunnel (the owners of the Channel Tunnel) announced that it was prepared to start relaxing the fire safety regulations, in order to permit other operators, such as Deutsche Bahn, to transport passengers via the Tunnel using other forms of rolling stock.^[144] Under the deregulation of European railway service, high-speed lines were opened up to access by other operators on 1 January 2010; the Inter-Governmental Commission on the Channel Tunnel (IGC) announced that it was considering relaxing the safety requirements concerning train splitting. LCR suggested that high-speed rail services between London and Cologne could commence before the 2012 Olympics.^[145]

In March 2010, Eurotunnel, HS1 Ltd, DB and other interested train operators formed a working group to discuss changes to the safety rules, including allowing Template:Convert trains. The Intergovernmental Commission currently requires trains to be Template:Cvt long.^[146] Deutsche Bahn carried out evacuation trials in the tunnel on 17 October 2010, with two 200Template:Nbspm-long ICE3 trains, and displayed one of them at St Pancras station on 19 October.^[147] The current Velaro ICE3 sets do not meet the fire safety requirements for passenger services through the tunnel, but the Siemens Velaro D sets on order include the necessary additional fire-proofing.^[148] In March 2011, the European Rail Agency decided to allow trains with distributed traction to operate in the Channel Tunnel.^[149] DB is planning three services a day to Frankfurt (5h from London), Rotterdam (3h) and Amsterdam (4h) via Brussels^[147]^[150] from 2015. This had originally planned to be 2013, but has been delayed due to the availability of the Channel Tunnel version of the Siemens Velaro D trains, high rental costs of the French rail network and border controls in their stations.^[151] As of 2016, nothing yet has come to fruition, but the High Speed One website continues to state that "HS1 Ltd are working with Deutsche Bahn on plans to incorporate three additional international return journeys, between Frankfurt and London via Cologne, Brussels and Lille. This will include connections from Amsterdam via Rotterdam to London."^[152]

In March 2017, it was announced that Deutsche Bahn had revived plans for a London to Frankfurt train service with the service beginning as early as 2020. The service would take around five hours and could rival airlines and become the first competitor for Eurostar.^[153] In June 2018, Deutsche Bahn stated the plans have been shelved due to a "significantly changed economic environment".^[154]

In January 2024, DB remarked "transport between London and the mainland through the Eurotunnel remains of fundamental interest to Deutsche Bahn", though noting that the routes and trains were not yet equipped with end-to-end ETCS.^[155]

Veolia

In 2009, Veolia Transport (now defunct and merged into Transdev) planned to work on proposals in co-operation with Trenitalia to run services from Paris to Strasbourg, London and Brussels.^[156]

Services to Bordeaux

It was revealed in March 2020 that High Speed 1 Ltd, along with SNCF and Lisea, were looking for an operator for a future London St PancrasTemplate:Ndash Bordeaux St Jean train service.^[157]

Renfe

File:Talgo 350.jpg

Spanish AVE train

The Spanish railway operator said in 2009 that it was interested in running AVE services from Spain to London via Paris,^[158] Lyon, Barcelona, Madrid and Lisbon (using the Madrid–Barcelona high-speed rail line) once its AVE network was connected to France via the Barcelona to Figueres and Perpignan to Figueres lines in 2012.^[159]

In October 2021, Renfe announced that it intends to operate high-speed trains between Paris and London using the Channel Tunnel and High Speed 1. A Renfe spokesperson has said that there are possible options available on the high-speed route for additional trains to operate. “According to the demand analyses carried out, it would be viable and profitable for Renfe to compete with Eurostar.”^[160] The rail company claims it had already received support from Getlink – the European company that operates the Channel tunnel – and from HS1, which owns, runs and maintains the 109Template:Nbspkm rail line between the Channel tunnel and London.^[161]

Getlink

In August 2018, Bloomberg Businessweek reported that Getlink is interested in setting up an Ouigo-style low cost high speed rail service between London and Paris, travelling between the railway stations of Stratford International and Charles-de-Gaulle.^[162]

In December 2023, it announced it would to double the market for direct high speed trains from the UK over the next ten years. It aimed to reduce the time to market from ten to five years, with services considered including from London to Cologne, Frankfurt, Geneva and Zurich. This would be done through market research, standardising tunnel regulations, introducing tunnel specific criteria into standard rolling stock designs, and working with network operators and stations.^[163]

Heuro

In November 2023, the Dutch rail start up, Heuro, led by Maarten van den Biggelaar, a Dutch entrepreneur, and his son, planned to offer 16 services per day from Amsterdam to both London and Paris.^[164] It is looking to raise €600Template:Nbspmillion for the service.^[165] It plans to use Zefiro V300 trains, similar to the Frecciarossa 1000.^[166]

Evolyn and FS Group

Evolyn, led by the Cosmen family of Spain (the largest shareholder in Mobico) and backed by British and French partners, planned to start non-stop services between London and Paris by 2025.^[167] Corporate filings by Eurostar take the opinion of 2028 being a more likely market entry date, likely due to the increased regulatory challenges following Brexit.^[168] Evolyn reported to be looking to order 12 trains from Alstom, depending on securing project financing and regulatory approval.^[168]^[169]

In April 2025, the Ferrovie dello Stato Italiane Group announced their intention to offer services between London and Paris by 2029, with Frecciarossa branded trains. It signed a memorandum of understanding to explore working in partnership with Evolyn ^[170]

Gemini Trains

In April 2025, Gemini Trains, chaired by Lord Tony Berkeley, announced its plans to offer services from London and Ebbsfleet to Paris and Brussels.^[171] In May 2025, Gemini Trains, announced plans to co-brand its ten planned trains with Uber, who would also sell tickets through its app, similar to the Thames Clippers services. It aims to begin services from Stratford International, noting it as less crowded and thus being a "blank canvas". It claims to be able to start operations as soon as 2030.^[172]^[173]

Virgin Group

As of 2024, the Virgin Group was in the process of exploring whether high speed cross-Channel services would be feasible. Under the name "Project Bullet", it is gauging interest with investors for a £200Template:Nbspmillion equity raise. It is also looking to finance 12 trains, shortlisting two suppliers, for the service planned between London, Paris, Amsterdam and Brussels from 2028.^[174]^[175]

Virgin and Evolyn remarked in November 2024 at an industry event in the Houses of Parliament, that Eurostar had not agreed access to Temple Mills depot. The companies later appealed to the ORR to assess the available capacity.^[176] This led to a report being published in March 2025 and commissioned by the ORR, confirming some capacity can be made available.^[177] Following the report, Virgin claimed that there were "no more major hurdles" to their market entry.^[178]

References

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Bibliography

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[156] "Veoila and Trenitalia mount rival Eurostar service" Template:Webarchive, Breaking Travel News, 24 December 2009.

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@@ Line 1: / Line 1: @@
 {{Short description|High-speed railway linking London with the Channel Tunnel}}
 {{Redirect|HS1}}
-{{Use dmy dates|date=May 2018}}
+{{Use dmy dates|date=June 2025}}
 {{Use British English|date=January 2018}}
 {{Good article}}
@@ Line 18: / Line 18: @@
 | stations                        = 4
 | open                            = {{plainlist|
-*2003 (Section 1)
+*{{Start date and age|2003}} (Section 1)
-*2007 (Section 2)}}
+*{{Start date and age|2007}} (Section 2)}}
 | owner                           = [[Government of the United Kingdom|UK Government]]
 <br />under concession to HS1 Limited (until 2040)
@@ Line 41: / Line 41: @@
 '''High Speed 1''' ('''HS1'''), officially the '''Channel Tunnel Rail Link''' ('''CTRL'''), is a {{convert|109.9|km|mi|adj=on|abbr=off}} [[high-speed rail]]way linking [[London]] with the [[Channel Tunnel]].
-It is part of the line carrying international passenger traffic between the United Kingdom and [[mainland Europe]]; it also carries domestic passenger traffic to and from stations in [[Kent]] and east London, and continental European [[loading gauge]] freight traffic. From the Channel Tunnel, the line crosses the [[River Medway]], and tunnels under the [[River Thames]], terminating at [[St Pancras railway station|London St Pancras International station]] on the north side of central London. It cost £6.84&nbsp;billion to build and opened on 14 November 2007.<ref name="aecomatkins" /> Trains run at speeds of up to {{convert|300|km/h|mph|abbr=on|round=10}} on HS1.<ref>{{cite web|title=Channel Tunnel Rail Link Visit|url=http://www.isvr.soton.ac.uk/IWRN8/CTRL%20Visit.pdf|publisher=Institute of Sound and Vibration Research, [[University of Southampton]]|access-date=18 February 2013|archive-url=https://web.archive.org/web/20040710095022/http://www.isvr.soton.ac.uk/iwrn8/CTRL%20Visit.pdf|archive-date=10 July 2004|quote=Section 2, which has a line speed of 225&nbsp;km/h}}</ref><ref>{{cite news |url=http://www.railwaygazette.com/news/single-view/view/building-britains-first-high-speed-line.html |title=Building Britain's first high speed line |work=[[Railway Gazette International]] |location=London |date=1 May 1999 |access-date=26 December 2011 |quote=Speed will be reduced to {{convert|225|km/h|0|abbr=on}} between Ebbsfleet and St Pancras, primarily for aerodynamic reasons in the tunnels. |archive-date=11 July 2017 |archive-url=https://web.archive.org/web/20170711191627/http://www.railwaygazette.com/news/single-view/view/building-britains-first-high-speed-line.html |url-status=dead }}</ref><ref>{{cite web |url=http://archive.trainwatch.co.uk/networkrail/HS1_Section_2_Register_of_Infrastructure.pdf |title=HS1 (Section 2) Register of Infrastructure |access-date=18 February 2013 |publisher=HS1 Ltd |at=para. 1.4 |quote=Maximum allowable speed; Maximum speed of any (interoperable or otherwise) operating on Section 2 of the HS2: Passenger 225&nbsp;km/h, Freight 140&nbsp;km/h |url-status=dead |archive-url=https://web.archive.org/web/20130925183311/http://archive.trainwatch.co.uk/networkrail/HS1_Section_2_Register_of_Infrastructure.pdf |archive-date=25 September 2013 |df=dmy-all }}</ref> There are intermediate stations at {{stnlnk|Stratford International}} in London, [[Ebbsfleet International railway station|Ebbsfleet International]] in northern [[Kent]] and [[Ashford International railway station|Ashford International]] in southern Kent.
+It is part of the line carrying international passenger traffic between the United Kingdom and [[mainland Europe]]; it also carries domestic passenger traffic to and from stations in [[Kent]] and east London, and continental European [[loading gauge]] freight traffic. From the Channel Tunnel, the line crosses the [[River Medway]], and tunnels under the [[River Thames]], terminating at [[St Pancras railway station|London St Pancras International station]] on the north side of central London. It cost £6.84&nbsp;billion to build and opened on 14 November 2007.<ref name="aecomatkins" /> Trains run at speeds of up to {{convert|300|km/h|mph|abbr=on|round=10}} on HS1.<ref>{{cite web|title=Channel Tunnel Rail Link Visit|url=http://www.isvr.soton.ac.uk/IWRN8/CTRL%20Visit.pdf|publisher=Institute of Sound and Vibration Research, [[University of Southampton]]|access-date=18 February 2013|archive-url=https://web.archive.org/web/20040710095022/http://www.isvr.soton.ac.uk/iwrn8/CTRL%20Visit.pdf|archive-date=10 July 2004|quote=Section 2, which has a line speed of 225&nbsp;km/h}}</ref><ref>{{cite news |url=http://www.railwaygazette.com/news/single-view/view/building-britains-first-high-speed-line.html |title=Building Britain's first high speed line |work=[[Railway Gazette International]] |location=London |date=1 May 1999 |access-date=26 December 2011 |quote=Speed will be reduced to {{convert|225|km/h|0|abbr=on}} between Ebbsfleet and St Pancras, primarily for aerodynamic reasons in the tunnels. |archive-date=11 July 2017 |archive-url=https://web.archive.org/web/20170711191627/http://www.railwaygazette.com/news/single-view/view/building-britains-first-high-speed-line.html |url-status=dead }}</ref><ref>{{cite web |url=http://archive.trainwatch.co.uk/networkrail/HS1_Section_2_Register_of_Infrastructure.pdf |title=HS1 (Section 2) Register of Infrastructure |access-date=18 February 2013 |publisher=HS1 Ltd |at=para. 1.4 |quote=Maximum allowable speed; Maximum speed of any (interoperable or otherwise) operating on Section 2 of the HS2: Passenger 225&nbsp;km/h, Freight 140&nbsp;km/h |url-status=dead |archive-url=https://web.archive.org/web/20130925183311/http://archive.trainwatch.co.uk/networkrail/HS1_Section_2_Register_of_Infrastructure.pdf |archive-date=25 September 2013  }}</ref> There are intermediate stations at {{stnlnk|Stratford International}} in London, [[Ebbsfleet International railway station|Ebbsfleet International]] in northern [[Kent]] and [[Ashford International railway station|Ashford International]] in southern Kent.
-International passenger services are provided by [[Eurostar International]], with journey times from [[St Pancras railway station|London St Pancras International]] to [[Paris Gare du Nord]] in 2{{nbsp}}hours 15{{nbsp}}minutes, and London St Pancras International to [[Brussels-South railway station|Brussels South/Bruxelles-Midi/Brussel Zuid]] in 1{{nbsp}}hour 51{{nbsp}}minutes.<ref>{{cite press release|url=http://www.eurostar.com/UK/uk/leisure/about_eurostar/press_release/press_archive_2006/14_11_2006_november_14_07.jsp |publisher=Eurostar |date=14 November 2006 |title=Eurostar to launch passenger services at St Pancras International on Wednesday 14 November 2007 |access-date=15 November 2006 |url-status=dead |archive-url=https://web.archive.org/web/20070228213525/http://www.eurostar.com/UK/uk/leisure/about_eurostar/press_release/press_archive_2006/14_11_2006_november_14_07.jsp |archive-date=28 February 2007 |df=dmy-all }}</ref>
+International passenger services are provided by [[Eurostar International]], with journey times from [[St Pancras railway station|London St Pancras International]] to [[Paris Gare du Nord]] in 2{{nbsp}}hours 15{{nbsp}}minutes, and London St Pancras International to [[Brussels-South railway station|Brussels South/Bruxelles-Midi/Brussel Zuid]] in 1{{nbsp}}hour 51{{nbsp}}minutes.<ref>{{cite press release|url=http://www.eurostar.com/UK/uk/leisure/about_eurostar/press_release/press_archive_2006/14_11_2006_november_14_07.jsp |publisher=Eurostar |date=14 November 2006 |title=Eurostar to launch passenger services at St Pancras International on Wednesday 14 November 2007 |access-date=15 November 2006 |url-status=dead |archive-url=https://web.archive.org/web/20070228213525/http://www.eurostar.com/UK/uk/leisure/about_eurostar/press_release/press_archive_2006/14_11_2006_november_14_07.jsp |archive-date=28 February 2007  }}</ref>
 {{As of|2015|11}}, Eurostar uses a fleet of 27 [[British Rail Class 373|Class 373/1]] multi-system trains capable of {{convert|300|km/h|mph|abbr=on|round=10}} and {{convert|320|km/h|abbr=on|round=10}} [[British Rail Class 374|Class 374]] trains. Domestic high-speed commuter services serving intermediate stations and beyond began on 13 December 2009. The fleet of 29 [[British Rail Class 395|Class 395]] passenger trains reach speeds of {{convert|225|km/h|mph|abbr=on}}.<ref>{{cite web|url=http://www.southeasternrailway.co.uk/highspeed/ |publisher=Southeastern Railway |date=1 December 2009 |title=Southeastern Highspeed |access-date=26 December 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110501110057/http://www.southeasternrailway.co.uk/highspeed/ |archive-date=1 May 2011 }}</ref> [[DB Cargo UK]] run freight services on High Speed 1 using adapted [[British Rail Class 92|Class 92]] locomotives, enabling flat wagons carrying continental-size [[swap body]] containers to reach London for the first time.<ref>{{cite news |title=DB a step closer to European freight into London via HS1 |author=Haigh, Philip |work=Rail |location =Peterborough |page=15 |date=10 August 2011}}</ref>
@@ Line 50: / Line 50: @@
 == Early history ==
 {{Further|High-speed rail in the United Kingdom}}
-A high-speed rail line, [[LGV Nord]], has been in operation between the Channel Tunnel and the outskirts of Paris since the Tunnel's opening in 1994.<ref>{{cite web |language=fr |url=http://www.cgedd.developpement-durable.gouv.fr/IMG/pdf/LGV_Nord_cle58b46b.pdf |title=Bilan LOTI de la LGV Nord Rapport |publisher=Cgedd Developpement |access-date=10 May 2009 |archive-date=20 June 2009 |archive-url=https://web.archive.org/web/20090620081754/http://www.cgedd.developpement-durable.gouv.fr/IMG/pdf/LGV_Nord_cle58b46b.pdf |url-status=live }}</ref> This has enabled [[Eurostar]] rail services to travel at 300 km/h (186 mph) for this part of their journey. A similar high-speed line in Belgium, from the French border to Brussels, [[HSL 1]], opened in 1997.<ref>{{cite press release|url=https://ecms.b-holding.be/DMS/ds/en/1902728 |title=Infrabel celebrates 10&nbsp;years of the High Speed Line in Belgium |publisher=[[Infrabel]] |date=14 December 2007 |url-status=dead |archive-url=https://web.archive.org/web/20160303221532/https://ecms.b-holding.be/DMS/ds/en/1902728 |archive-date=3 March 2016 |df=dmy-all }}</ref><ref>{{cite web | url = http://m.fte2.org/doc/car/ctr.pdf | title = Detailed map layout of Belgian railway transportation network | publisher = Infrabel | access-date = 13 May 2009 | archive-date = 20 June 2009 | archive-url = https://web.archive.org/web/20090620081818/http://m.fte2.org/doc/car/ctr.pdf | url-status = dead }}</ref> In Britain, Eurostar trains had to run at a maximum of {{convert|100|mph|order=flip|abbr=on}} on existing tracks between [[Waterloo International railway station|London Waterloo International]] and the Channel Tunnel.<ref>{{cite news |url= https://www.theguardian.com/uk/2001/jan/18/transport.world |title= French attack Railtrack |newspaper= The Guardian |location= London |date= 18 January 2001 |first= Keith |last= Harper |access-date= 1 August 2009 |archive-date= 24 August 2013 |archive-url= https://web.archive.org/web/20130824221027/http://www.theguardian.com/uk/2001/jan/18/transport.world |url-status= live }}</ref> These tracks were shared with local traffic, limiting the number of services that could be run, and jeopardising reliability.<ref>{{cite web|url=http://www.dft.gov.uk/pgr/rail/pi/ctrl/theneedforachanneltunnelrailli1 |title=How the need for a CTRL developed |publisher=Department for Transport |access-date=1 August 2009 |url-status=dead |archive-url=https://web.archive.org/web/20080613165413/http://www.dft.gov.uk/pgr/rail/pi/ctrl/theneedforachanneltunnelrailli1 |archive-date=13 June 2008 |df=dmy-all }}</ref> The case for a high-speed line similar to the continental part of the route was recognised by policymakers,<ref>{{cite news |url=https://www.independent.co.uk/news/business/2001-a-rail-odyssey-drags-on-plans-for-a-channel-tunnel-link-are-finally-gathering-speed-michael-harrison-reports-1492380.html |title=2001: a rail odyssey drags on: Plans for a Channel tunnel link are finally gathering speed |first=Michael |last=Harrison |date=18 June 1993 |newspaper=The Independent |access-date=1 August 2009 |location=London |archive-date=20 January 2012 |archive-url=https://web.archive.org/web/20120120091815/http://www.independent.co.uk/news/business/2001-a-rail-odyssey-drags-on-plans-for-a-channel-tunnel-link-are-finally-gathering-speed-michael-harrison-reports-1492380.html |url-status=live }}</ref> and the construction of the line was authorised by Parliament with the [[Channel Tunnel Rail Link Act 1996]],<ref name="ctrl act 1996">{{cite web |url=http://www.opsi.gov.uk/acts/acts1996/ukpga_19960061_en_1 |title=Channel Tunnel Rail Link Act 1996 c61 |year=1996 |access-date=11 February 2010 |archive-date=7 December 2009 |archive-url=https://web.archive.org/web/20091207141623/http://www.opsi.gov.uk/acts/acts1996/ukpga_19960061_en_1 |url-status=live }}</ref> which was amended by the [[Channel Tunnel Rail Link (Supplementary Provisions) Act 2008]].<ref>{{cite web |url=http://www.statutelaw.gov.uk/content.aspx?LegType=All+Legislation&title=Channel+Tunnel+Rail+Link+Act&searchEnacted=0&extentMatchOnly=0&confersPower=0&blanketAmendment=0&sortAlpha=0&TYPE=QS&PageNumber=1&NavFrom=0&parentActiveTextDocId=3483587&ActiveTextDocId=3483587&filesize=12216 |title=Channel Tunnel Rail Link (Supplementary Provisions) Act 2008 c5 |year=2008 |access-date=11 February 2010 |archive-date=11 December 2008 |archive-url=https://web.archive.org/web/20081211065502/http://www.statutelaw.gov.uk/content.aspx?LegType=All+Legislation&title=Channel+Tunnel+Rail+Link+Act&searchEnacted=0&extentMatchOnly=0&confersPower=0&blanketAmendment=0&sortAlpha=0&TYPE=QS&PageNumber=1&NavFrom=0&parentActiveTextDocId=3483587&ActiveTextDocId=3483587&filesize=12216 |url-status=live }}</ref><ref>{{cite web |url=https://publications.parliament.uk/pa/cm200708/cmhansrd/cm071108/debtext/71108-0002.htm#07110847000011 |title=HC Hansard Volume 467 Part 3 Column 259 |date=8 November 2007 |work=[[Hansard]] |publisher=[[Parliament of the United Kingdom]] |access-date=31 August 2008 |archive-date=4 June 2008 |archive-url=https://web.archive.org/web/20080604003253/http://www.publications.parliament.uk/pa/cm200708/cmhansrd/cm071108/debtext/71108-0002.htm#07110847000011 |url-status=live }}</ref>
+A high-speed rail line, [[LGV Nord]], has been in operation between the Channel Tunnel and the outskirts of Paris since the Tunnel's opening in 1994.<ref>{{cite web |language=fr |url=http://www.cgedd.developpement-durable.gouv.fr/IMG/pdf/LGV_Nord_cle58b46b.pdf |title=Bilan LOTI de la LGV Nord Rapport |publisher=Cgedd Developpement |access-date=10 May 2009 |archive-date=20 June 2009 |archive-url=https://web.archive.org/web/20090620081754/http://www.cgedd.developpement-durable.gouv.fr/IMG/pdf/LGV_Nord_cle58b46b.pdf |url-status=live }}</ref> This has enabled [[Eurostar]] rail services to travel at 300 km/h (186 mph) for this part of their journey. A similar high-speed line in Belgium, from the French border to Brussels, [[HSL 1]], opened in 1997.<ref>{{cite press release|url=https://ecms.b-holding.be/DMS/ds/en/1902728 |title=Infrabel celebrates 10&nbsp;years of the High Speed Line in Belgium |publisher=[[Infrabel]] |date=14 December 2007 |url-status=dead |archive-url=https://web.archive.org/web/20160303221532/https://ecms.b-holding.be/DMS/ds/en/1902728 |archive-date=3 March 2016  }}</ref><ref>{{cite web | url = http://m.fte2.org/doc/car/ctr.pdf | title = Detailed map layout of Belgian railway transportation network | publisher = Infrabel | access-date = 13 May 2009 | archive-date = 20 June 2009 | archive-url = https://web.archive.org/web/20090620081818/http://m.fte2.org/doc/car/ctr.pdf | url-status = dead }}</ref> In Britain, Eurostar trains had to run at a maximum of {{convert|100|mph|order=flip|abbr=on}} on existing tracks between [[Waterloo International railway station|London Waterloo International]] and the Channel Tunnel.<ref>{{cite news |url= https://www.theguardian.com/uk/2001/jan/18/transport.world |title= French attack Railtrack |newspaper= The Guardian |location= London |date= 18 January 2001 |first= Keith |last= Harper |access-date= 1 August 2009 |archive-date= 24 August 2013 |archive-url= https://web.archive.org/web/20130824221027/http://www.theguardian.com/uk/2001/jan/18/transport.world |url-status= live }}</ref> These tracks were shared with local traffic, limiting the number of services that could be run, and jeopardising reliability.<ref>{{cite web|url=http://www.dft.gov.uk/pgr/rail/pi/ctrl/theneedforachanneltunnelrailli1 |title=How the need for a CTRL developed |publisher=Department for Transport |access-date=1 August 2009 |url-status=dead |archive-url=https://web.archive.org/web/20080613165413/http://www.dft.gov.uk/pgr/rail/pi/ctrl/theneedforachanneltunnelrailli1 |archive-date=13 June 2008  }}</ref> The case for a high-speed line similar to the continental part of the route was recognised by policymakers,<ref>{{cite news |url=https://www.independent.co.uk/news/business/2001-a-rail-odyssey-drags-on-plans-for-a-channel-tunnel-link-are-finally-gathering-speed-michael-harrison-reports-1492380.html |title=2001: a rail odyssey drags on: Plans for a Channel tunnel link are finally gathering speed |first=Michael |last=Harrison |date=18 June 1993 |newspaper=The Independent |access-date=1 August 2009 |location=London |archive-date=20 January 2012 |archive-url=https://web.archive.org/web/20120120091815/http://www.independent.co.uk/news/business/2001-a-rail-odyssey-drags-on-plans-for-a-channel-tunnel-link-are-finally-gathering-speed-michael-harrison-reports-1492380.html |url-status=live }}</ref> and the construction of the line was authorised by Parliament with the [[Channel Tunnel Rail Link Act 1996]],<ref name="ctrl act 1996">{{cite web |url=http://www.opsi.gov.uk/acts/acts1996/ukpga_19960061_en_1 |title=Channel Tunnel Rail Link Act 1996 c61 |year=1996 |access-date=11 February 2010 |archive-date=7 December 2009 |archive-url=https://web.archive.org/web/20091207141623/http://www.opsi.gov.uk/acts/acts1996/ukpga_19960061_en_1 |url-status=live }}</ref> which was amended by the [[Channel Tunnel Rail Link (Supplementary Provisions) Act 2008]].<ref>{{cite web |url=http://www.statutelaw.gov.uk/content.aspx?LegType=All+Legislation&title=Channel+Tunnel+Rail+Link+Act&searchEnacted=0&extentMatchOnly=0&confersPower=0&blanketAmendment=0&sortAlpha=0&TYPE=QS&PageNumber=1&NavFrom=0&parentActiveTextDocId=3483587&ActiveTextDocId=3483587&filesize=12216 |title=Channel Tunnel Rail Link (Supplementary Provisions) Act 2008 c5 |year=2008 |access-date=11 February 2010 |archive-date=11 December 2008 |archive-url=https://web.archive.org/web/20081211065502/http://www.statutelaw.gov.uk/content.aspx?LegType=All+Legislation&title=Channel+Tunnel+Rail+Link+Act&searchEnacted=0&extentMatchOnly=0&confersPower=0&blanketAmendment=0&sortAlpha=0&TYPE=QS&PageNumber=1&NavFrom=0&parentActiveTextDocId=3483587&ActiveTextDocId=3483587&filesize=12216 |url-status=live }}</ref><ref>{{cite web |url=https://publications.parliament.uk/pa/cm200708/cmhansrd/cm071108/debtext/71108-0002.htm#07110847000011 |title=HC Hansard Volume 467 Part 3 Column 259 |date=8 November 2007 |work=[[Hansard]] |publisher=[[Parliament of the United Kingdom]] |access-date=31 August 2008 |archive-date=4 June 2008 |archive-url=https://web.archive.org/web/20080604003253/http://www.publications.parliament.uk/pa/cm200708/cmhansrd/cm071108/debtext/71108-0002.htm#07110847000011 |url-status=live }}</ref>
 An early plan conceived by [[British Rail]] in the early 1970s for a route passing through [[Tonbridge]] met considerable opposition on environmental and social grounds, especially from the Leigh Action Group and Surrey & Kent Action on Rail (SKAR). A committee was set up to examine the proposal under Sir [[Alexander Cairncross (economist)|Alexander Cairncross]]; but in due course environment minister [[Anthony Crosland]] announced that the project had been cancelled,<ref>Hansard 20 January 1975</ref> together with the plan for the tunnel itself.
@@ Line 63: / Line 63: @@
 As the [[Channel Tunnel Act 1987]] made government funding for a Channel Tunnel rail link unlawful,<ref>{{cite web|publisher=theyworkforyou dot com|url=https://www.theyworkforyou.com/debates?id=1990-04-23a.12.0|title=Channel Tunnel Oral Answers to Questions: Transport, House of Commons debates|date=23 April 1990|access-date=31 August 2017|archive-date=6 March 2016|archive-url=https://web.archive.org/web/20160306144316/http://www.theyworkforyou.com/debates/?id=1990-04-23a.12.0|url-status=live}}</ref> construction did not take place, as it was not financially viable. Construction was delayed until the passage of the Channel Tunnel Rail Link Act 1996,<ref name="ctrl act 1996" /> which provided construction powers that would run for ten years. The chief executive, Rob Holden, stated that it was the "largest land acquisition programme since the Second World War".<ref>{{cite magazine|url=http://www.nce.co.uk/eastern-approach/821993.article|title=Eastern approach|date=23 March 2000|access-date=12 June 2012|magazine=New Civil Engineer|archive-date=9 June 2012|archive-url=https://web.archive.org/web/20120609004755/http://www.nce.co.uk/eastern-approach/821993.article|url-status=live}}</ref>
-The whole route was to have been built as a single project, but in 1998, serious financial difficulties arose, and extensive changes came with a British government rescue plan.<ref>{{cite web|url=http://www.nao.org.uk/idoc.ashx?docId=4c41eba0-1c8f-4225-9961-599c13d69d44&version=-1|publisher=[[National Audit Office (United Kingdom)|National Audit Office]]|title=The Channel Tunnel Rail Link: Report by the Controller and Auditor General|access-date=1 August 2009|archive-url=https://web.archive.org/web/20090606062016/http://www.nao.org.uk/idoc.ashx?docId=4c41eba0-1c8f-4225-9961-599c13d69d44&version=-1|archive-date=6 June 2009|url-status=dead|df=dmy-all}}</ref> To reduce risk, the line was split into two separate phases,<ref>{{cite press release|url=http://www.nao.org.uk/whats_new/0001/0001302.aspx|publisher=[[National Audit Office (United Kingdom)|National Audit Office]]|title=Department of the Environment, Transport and the Regions: The Channel Tunnel Rail Link|date=28 March 2001|access-date=1 August 2009|archive-date=6 June 2009|archive-url=https://web.archive.org/web/20090606062022/http://www.nao.org.uk/whats_new/0001/0001302.aspx|url-status=live}}</ref> to be managed by ''Union Railways (South)'' and ''Union Railways (North)''. A recovery programme was agreed whereby LCR sold government-backed [[Bond (finance)|bonds]] worth £1.6&nbsp;billion to pay for the construction of section&nbsp;1, with the future of section&nbsp;2 still not settled.
+The whole route was to have been built as a single project, but in 1998, serious financial difficulties arose, and extensive changes came with a British government rescue plan.<ref>{{cite web|url=http://www.nao.org.uk/idoc.ashx?docId=4c41eba0-1c8f-4225-9961-599c13d69d44&version=-1|publisher=[[National Audit Office (United Kingdom)|National Audit Office]]|title=The Channel Tunnel Rail Link: Report by the Controller and Auditor General|access-date=1 August 2009|archive-url=https://web.archive.org/web/20090606062016/http://www.nao.org.uk/idoc.ashx?docId=4c41eba0-1c8f-4225-9961-599c13d69d44&version=-1|archive-date=6 June 2009|url-status=dead}}</ref> To reduce risk, the line was split into two separate phases,<ref>{{cite press release|url=http://www.nao.org.uk/whats_new/0001/0001302.aspx|publisher=[[National Audit Office (United Kingdom)|National Audit Office]]|title=Department of the Environment, Transport and the Regions: The Channel Tunnel Rail Link|date=28 March 2001|access-date=1 August 2009|archive-date=6 June 2009|archive-url=https://web.archive.org/web/20090606062022/http://www.nao.org.uk/whats_new/0001/0001302.aspx|url-status=live}}</ref> to be managed by ''Union Railways (South)'' and ''Union Railways (North)''. A recovery programme was agreed whereby LCR sold government-backed [[Bond (finance)|bonds]] worth £1.6&nbsp;billion to pay for the construction of section&nbsp;1, with the future of section&nbsp;2 still not settled.
-The original intention had been for the new railway, once completed, to be run by Union Railways as a separate line from the rest of the British railway network. As part of the 1998 rescue it was agreed that following completion, section 1 would be purchased by [[Railtrack]] with an option to purchase section 2. In return, Railtrack was committed to operate the whole route as well as [[St Pancras railway station|London St Pancras International]], which, unlike all other former British Rail stations, had been transferred to LCR/Union Railways in 1996.<ref>{{cite web|url=http://www.stpancras.com/about-st-pancras/about-us |publisher=HS 1 Limited |title=About St Pancras |access-date=9 July 2009 |url-status=dead |archive-url=https://web.archive.org/web/20100103141204/http://stpancras.com/about-st-pancras/about-us/ |archive-date=3 January 2010 |df=dmy-all}}</ref>
+The original intention had been for the new railway, once completed, to be run by Union Railways as a separate line from the rest of the British railway network. As part of the 1998 rescue it was agreed that following completion, section 1 would be purchased by [[Railtrack]] with an option to purchase section 2. In return, Railtrack was committed to operate the whole route as well as [[St Pancras railway station|London St Pancras International]], which, unlike all other former British Rail stations, had been transferred to LCR/Union Railways in 1996.<ref>{{cite web|url=http://www.stpancras.com/about-st-pancras/about-us |publisher=HS 1 Limited |title=About St Pancras |access-date=9 July 2009 |url-status=dead |archive-url=https://web.archive.org/web/20100103141204/http://stpancras.com/about-st-pancras/about-us/ |archive-date=3 January 2010 }}</ref>
 In 2001, Railtrack announced that because of its own financial problems, it would not undertake to purchase section 2,<ref>{{cite news |url=https://www.theguardian.com/business/2000/may/30/7 |title=Railtrack funding of Channel rail link in doubt again |first=Keith |last=Harper |date=30 May 2000 |newspaper=The Guardian |access-date=1 August 2009 |location=London |archive-date=8 May 2014 |archive-url=https://web.archive.org/web/20140508231457/http://www.theguardian.com/business/2000/may/30/7 |url-status=live }}</ref><ref>{{cite news |url=https://www.independent.co.uk/news/uk/home-news/railtrack-could-ditch-new-channel-rail-link-702632.html |archive-url=https://web.archive.org/web/20091201134427/http://www.independent.co.uk/news/uk/home-news/railtrack-could-ditch-new-channel-rail-link-702632.html |url-status=dead |archive-date=1 December 2009 |title=Railtrack could ditch new Channel rail link |first=Michael |last=Harrison |date=16 January 2001|newspaper=The Independent |access-date=1 August 2009 | location=London}}</ref><ref>{{cite news |url=https://www.independent.co.uk/news/uk/home-news/railtrack-to-lose-its--newline-monopoly-689651.html |title=Railtrack to lose its new-line monopoly |first=Colin |last=Brown| date=1 April 2001 |newspaper=The Independent |access-date=1 August 2009 | location=London}}{{dead link|date=August 2021|bot=medic}}{{cbignore|bot=medic}}</ref> triggering a second restructuring.<ref>{{cite news |url=https://www.independent.co.uk/news/uk/home-news/phase-two-of-tunnel-link-need-not-be-built-by-railtrack-says-eurostar-703001.html |title=Phase two of tunnel link need not be built by Railtrack, says Eurostar |first= Michael |last=Harrison | date=17 January 2001 |newspaper=The Independent |access-date=1 August 2009 | location=London}}{{dead link|date=August 2021|bot=medic}}{{cbignore|bot=medic}}</ref> The 2002 plan agreed that the two sections would have different owners (Railtrack for section&nbsp;1, LCR for section 2) but with common Railtrack management. Following further financial problems at Railtrack,<ref>{{cite news |url=https://www.theguardian.com/business/2001/oct/21/politics.Whitehall |title=Rail's shattered dream |first=Joanna |last=Walters |date=21 October 2001 |newspaper=The Guardian |access-date=1 August 2009 |location=London |archive-date=25 August 2013 |archive-url=https://web.archive.org/web/20130825190516/http://www.theguardian.com/business/2001/oct/21/politics.Whitehall |url-status=live }}</ref> its interest was sold back to LCR, which then sold the operating rights for the completed line to [[Network Rail]], Railtrack's successor. Under this arrangement LCR became the sole owner of both sections of the CTRL and the St Pancras property, as per the original 1996 plan.{{citation needed|date=May 2020}} Amendments were made in 2001 for the new station at [[Stratford International railway station|Stratford International]] and connections to the [[West Coast Main Line]].
@@ Line 71: / Line 71: @@
 As a consequence of the restructuring, the LCR consortium in 2001 consisted of engineering consultants and construction firms [[Arup Group Limited|Arup]], [[Bechtel]], [[Halcrow Group|Halcrow]] and [[Systra]] (which form ''Rail Link Engineering'' (RLE)); transport operators [[National Express]] and [[SNCF]] (which operates the ''Eurostar (UK)'' share of the Eurostar service with the [[National Railway Company of Belgium]] and [[British Airways]]), the electricity company [[Électricité de France|EDF]] and [[UBS]].
-There were several deaths of employees working on the CTRL over the construction period. One occurred on 28 March 2003 near [[Folkestone]] when a worker came into contact with the energised power supply.<ref>{{cite news |date=30 March 2003 |title=Engineer electrocuted on rail link |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/2900293.stm |url-status=live |access-date=14 February 2009 |archive-url=https://web.archive.org/web/20040313204835/http://news.bbc.co.uk/1/hi/england/2900293.stm |archive-date=13 March 2004}}</ref> Another death occurred two months later, in May 2003, when a scaffolder fell seven metres at [[Thurrock]], [[Essex]].<ref name="firms fined">{{cite news |date=4 October 2004 |title=Firms fined over rail link death |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/3715208.stm |url-status=live |access-date=14 February 2009 |archive-url=https://web.archive.org/web/20220107234850/http://news.bbc.co.uk/1/hi/england/3715208.stm |archive-date=7 January 2022}}</ref> Three companies were found guilty of breaching health and safety legislation by omitting to provide barriers, resulting in Deverson Direct Ltd. being ordered to pay a fine of £50,000, J.Murphy & Sons Ltd. £25,000, and Hochtief AG £25,000.<ref name="firms fined" /> Two more deaths resulted from a fire on board a train carrying wires, one mile ({{convert|1|mi|1|abbr=out|disp=output only}}) inside a tunnel under the Thames between [[Swanscombe]], [[Kent]], and Thurrock, Essex on 16 August 2005. The train shunter died at the scene<ref>{{cite news |date=17 August 2005 |title=Man killed in rail tunnel blaze |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/4157924.stm |url-status=live |access-date=14 February 2009 |archive-url=https://web.archive.org/web/20060205184720/http://news.bbc.co.uk/1/hi/england/4157924.stm |archive-date=5 February 2006}}</ref> and the train driver later died in hospital.<ref>{{cite news |date=21 August 2005 |title=Channel Tunnel burns victim dies |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/4171516.stm |url-status=live |access-date=14 February 2009 |archive-url=https://web.archive.org/web/20220107234924/http://news.bbc.co.uk/2/hi/uk_news/england/4171516.stm |archive-date=7 January 2022}}</ref> It has been suggested that a large amount of blame for accidents throughout the project lay with individual behaviour, becoming such a problem that an internal programme was launched to tackle problem behaviour during the construction.<ref>{{cite magazine |date=22 February 2001 |title=Case study: Channel Tunnel Rail Link |magazine=New Civil Engineer |location=London |url=https://www.newcivilengineer.com/archive/case-study-channel-tunnel-rail-link-22-02-2001/ |access-date=6 Feb 2025}}</ref>
+There were several deaths of employees working on the CTRL over the construction period. One occurred on 28 March 2003 near [[Folkestone]] when a worker came into contact with the energised power supply.<ref>{{cite news |date=30 March 2003 |title=Engineer electrocuted on rail link |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/2900293.stm |url-status=live |access-date=14 February 2009 |archive-url=https://web.archive.org/web/20040313204835/http://news.bbc.co.uk/1/hi/england/2900293.stm |archive-date=13 March 2004}}</ref> Another death occurred two months later, in May 2003, when a scaffolder fell {{cvt|7|m}} at [[Thurrock]], [[Essex]].<ref name="firms fined">{{cite news |date=4 October 2004 |title=Firms fined over rail link death |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/3715208.stm |url-status=live |access-date=14 February 2009 |archive-url=https://web.archive.org/web/20220107234850/http://news.bbc.co.uk/1/hi/england/3715208.stm |archive-date=7 January 2022}}</ref> Three companies were found guilty of breaching health and safety legislation by omitting to provide barriers, resulting in Deverson Direct Ltd. being ordered to pay a fine of £50,000, J.Murphy & Sons Ltd. £25,000, and Hochtief AG £25,000.<ref name="firms fined" /> Two more deaths resulted from a fire on board a train carrying wires, one mile ({{convert|1|mi|1|abbr=out|disp=output only}}) inside a tunnel under the Thames between [[Swanscombe]], [[Kent]], and Thurrock, Essex on 16 August 2005. The train shunter died at the scene<ref>{{cite news |date=17 August 2005 |title=Man killed in rail tunnel blaze |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/4157924.stm |url-status=live |access-date=14 February 2009 |archive-url=https://web.archive.org/web/20060205184720/http://news.bbc.co.uk/1/hi/england/4157924.stm |archive-date=5 February 2006}}</ref> and the train driver later died in hospital.<ref>{{cite news |date=21 August 2005 |title=Channel Tunnel burns victim dies |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/4171516.stm |url-status=live |access-date=14 February 2009 |archive-url=https://web.archive.org/web/20220107234924/http://news.bbc.co.uk/2/hi/uk_news/england/4171516.stm |archive-date=7 January 2022}}</ref> It has been suggested that a large amount of blame for accidents throughout the project lay with individual behaviour, becoming such a problem that an internal programme was launched to tackle problem behaviour during the construction.<ref>{{cite magazine |date=22 February 2001 |title=Case study: Channel Tunnel Rail Link |magazine=New Civil Engineer |location=London |url=https://www.newcivilengineer.com/archive/case-study-channel-tunnel-rail-link-22-02-2001/ |access-date=6 February 2025}}</ref>
 == Ownership and licences to operate ==
@@ Line 78: / Line 78: @@
 In February 2006, there were rumours that a 'third party' (believed to be a consortium headed by banker Sir [[Adrian Montague]]) had expressed an interest in buying out the present partners in the project.<ref>{{cite news |url=http://www.timesonline.co.uk/article/0,,2095-2046857,00.html |newspaper=The Sunday Times |first=Tracey |last=Boles |date=19 February 2006 |title=City grandee tries to grab tunnel link firm |access-date=15 November 2006 |location=London |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107234850/https://www.thetimes.co.uk/ |url-status=dead }}{{subscription required}}</ref> LCR shareholders rejected the proposal,<ref name="rejected takeover" /> and the government, which could effectively overrule shareholders' decisions as a result of LCR's reclassification as a state-owned body,<ref>{{cite news |url=https://www.theguardian.com/business/2006/feb/21/transportintheuk.politics |newspaper=The Guardian |date=21 February 2006 |title=Debt-laden Channel tunnel rail link is 'nationalised' |access-date=15 November 2006 |location=London |first1=Andrew |last1=Clark |first2=Ashley |last2=Seager |archive-date=29 August 2013 |archive-url=https://web.archive.org/web/20130829225550/http://www.theguardian.com/business/2006/feb/21/transportintheuk.politics |url-status=live }}</ref> decided that discussions with shareholders would not take place imminently, which effectively backed shareholders' views on the proposed takeover.<ref name="rejected takeover">{{cite news |url= http://www.railwaypeople.com/rail-news-articles/lcr-rejects-takeover-bid-1024.html |work= RailwayPeople |location= Ashby-de-la-Zouch |date= 31 March 2006 |title= LCR rejects takeover bid |access-date= 15 November 2006 |archive-date= 16 October 2006 |archive-url= https://web.archive.org/web/20061016153447/http://www.railwaypeople.com/rail-news-articles/lcr-rejects-takeover-bid-1024.html |url-status= live }}</ref>
-By May 2009, LCR had become insolvent, and the government received an agreement to use state aid to purchase the line and to open it up to competition to allow other services to use it apart from Eurostar.<ref>{{cite magazine |url=http://www.nce.co.uk/news/transport/government-takes-control-of-london-and-continental/5203105.article |date=8 June 2009 |access-date=16 February 2010 |title=Government takes control of London and Continental |magazine=New Civil Engineer |location=London |first=Ed |last=Owen |archive-date=27 April 2012 |archive-url=https://web.archive.org/web/20120427082045/http://www.nce.co.uk/news/transport/government-takes-control-of-london-and-continental/5203105.article |url-status=live }}</ref> LCR's wholly owned subsidiary, HS1 Ltd, thus became the property of the Secretary of State for Transport.<ref name="MR201012">{{cite news |date=December 2010 |title=HS1 concession sold |work=[[Modern Railways]] |location=London |page=6}}</ref> On 12 October 2009 a proposal was announced to sell £16&nbsp;billion of state assets including HS1 Ltd in the following two years to cut UK public debt.<ref>{{cite news|date=12 October 2009 |url=http://www.straitstimes.com/Breaking%2BNews/Money/Story/STIStory_441123.html |archive-url=https://web.archive.org/web/20091015060815/http://www.straitstimes.com/Breaking%2BNews/Money/Story/STIStory_441123.html |url-status=dead |archive-date=15 October 2009 |title=British state assets selloff |newspaper=[[The Straits Times]] |location=Singapore |access-date=12 October 2009 |df=dmy }}</ref>
+By May 2009, LCR had become insolvent, and the government received an agreement to use state aid to purchase the line and to open it up to competition to allow other services to use it apart from Eurostar.<ref>{{cite magazine |url=http://www.nce.co.uk/news/transport/government-takes-control-of-london-and-continental/5203105.article |date=8 June 2009 |access-date=16 February 2010 |title=Government takes control of London and Continental |magazine=New Civil Engineer |location=London |first=Ed |last=Owen |archive-date=27 April 2012 |archive-url=https://web.archive.org/web/20120427082045/http://www.nce.co.uk/news/transport/government-takes-control-of-london-and-continental/5203105.article |url-status=live }}</ref> LCR's wholly owned subsidiary, HS1 Ltd, thus became the property of the Secretary of State for Transport.<ref name="MR201012">{{cite news |date=December 2010 |title=HS1 concession sold |work=[[Modern Railways]] |location=London |page=6}}</ref> On 12 October 2009 a proposal was announced to sell £16&nbsp;billion of state assets including HS1 Ltd in the following two years to cut UK public debt.<ref>{{cite news|date=12 October 2009 |url=http://www.straitstimes.com/Breaking%2BNews/Money/Story/STIStory_441123.html |archive-url=https://web.archive.org/web/20091015060815/http://www.straitstimes.com/Breaking%2BNews/Money/Story/STIStory_441123.html |url-status=dead |archive-date=15 October 2009 |title=British state assets selloff |newspaper=[[The Straits Times]] |location=Singapore |access-date=12 October 2009  }}</ref>
-In November 2010, the HS1 concession was awarded for a duration of thirty years to an investment consortium bringing together two Canadian public pension funds: [[Ontario Municipal Employees Retirement System]] (through its subsidiary [[Borealis Infrastructure]]), and [[Ontario Teachers' Pension Plan]] for £2.1 billion.<ref name="concession">{{cite news |date=5 November 2010 |title=High Speed 1 concession awarded to Canadian pension consortium |url=http://www.railwaygazette.com/nc/news/single-view/view/high-speed-1-concession-awarded-to-canadian-pension-consortium.html |url-status=live |archive-url=https://web.archive.org/web/20101108014309/http://www.railwaygazette.com/nc/news/single-view/view/high-speed-1-concession-awarded-to-canadian-pension-consortium.html |archive-date=8 November 2010 |access-date=5 November 2010 |work=[[Railway Gazette International]] |location=London}}</ref>
+In November 2010, the HS1 concession was awarded for a duration of thirty years to an investment consortium bringing together two Canadian public pension funds: [[Ontario Municipal Employees Retirement System]] (through its subsidiary [[Borealis Infrastructure]]), and [[Ontario Teachers' Pension Plan]] for £2.1{{nbsp}}billion.<ref name="concession">{{cite news |date=5 November 2010 |title=High Speed 1 concession awarded to Canadian pension consortium |url=http://www.railwaygazette.com/nc/news/single-view/view/high-speed-1-concession-awarded-to-canadian-pension-consortium.html |url-status=live |archive-url=https://web.archive.org/web/20101108014309/http://www.railwaygazette.com/nc/news/single-view/view/high-speed-1-concession-awarded-to-canadian-pension-consortium.html |archive-date=8 November 2010 |access-date=5 November 2010 |work=[[Railway Gazette International]] |location=London}}</ref>
 At the time, UK pension investors had generally limited interest in such long-term, illiquid, 'infrastructure assets'.<ref>{{cite news |last=Firzli |first=M. Nicolas J. |date=2013 |title=Transportation Infrastructure and Country Attractiveness |url=https://www.academia.edu/6494981 |url-status=live |archive-url=https://web.archive.org/web/20150904095706/http://www.academia.edu/6494981/Transportation_Infrastructure_and_Country_Attractiveness |archive-date=4 September 2015 |access-date=26 April 2014 |work=Revue Analyse Financière |location=Paris}}</ref>
 Under the concession, HS1 Ltd has the rights to sell access to track and to the four international stations (St Pancras, Stratford, Ebbsfleet and Ashford) on a commercial basis, under the scrutiny of the [[Office of Rail & Road]]. At the end of thirty years, ownership of the assets will revert to the government.<ref name="MR201012" /> The private operator does not hold the [[freehold (law)|freehold]] or rights to any of the associated land.<ref>{{cite news |last=Milmo |first=Dan |date=28 January 2011 |title=Highest bidder asks why it lost Channel tunnel rail link sale |url=https://www.theguardian.com/business/2011/jan/28/highspeedone-losing-bidder-foi-request |url-status=live |archive-url=https://web.archive.org/web/20150113053845/http://www.theguardian.com/business/2011/jan/28/highspeedone-losing-bidder-foi-request |archive-date=13 January 2015 |access-date=2 February 2011 |newspaper=The Guardian |location=London |quote=[the] transport secretary … stressed that the deal did not include the railway's freehold or the land itself.}}</ref>
-In 2017, the sale of the 30 year HS1 concession was announced to funds advised and managed by InfraRed Capital Partners and Equitix Investment Management; participants include [[HICL Infrastructure Company|HICL]] Infrastructure (35%), Equitix (35%) and South Korea's [[National Pension Service]] (30%), for an enterprise value of £3 billion.<ref>{{cite news |date=17 July 2017 |title=HS1 concession sold on |url=http://www.railwaygazette.com/news/business/single-view/view/hs1-concession-sold-on.html |url-status=live |archive-url=https://web.archive.org/web/20170724132514/http://www.railwaygazette.com/news/business/single-view/view/hs1-concession-sold-on.html |archive-date=24 July 2017 |access-date=26 July 2017 |work=Railway Gazette International}}</ref><ref>{{Cite news |date=2017-07-14 |title=HS1 railway line sold for EV of £3bn, below initial expectations |url=https://www.ft.com/content/0c0744d0-68a4-11e7-9a66-93fb352ba1fe |access-date=2023-04-09 |work=Financial Times}}</ref>
+In 2017, the sale of the 30 year HS1 concession was announced to funds advised and managed by InfraRed Capital Partners and Equitix Investment Management; participants include [[HICL Infrastructure Company|HICL]] Infrastructure (35%), Equitix (35%) and South Korea's [[National Pension Service]] (30%), for an enterprise value of £3{{nbsp}}billion.<ref>{{cite news |date=17 July 2017 |title=HS1 concession sold on |url=http://www.railwaygazette.com/news/business/single-view/view/hs1-concession-sold-on.html |url-status=live |archive-url=https://web.archive.org/web/20170724132514/http://www.railwaygazette.com/news/business/single-view/view/hs1-concession-sold-on.html |archive-date=24 July 2017 |access-date=26 July 2017 |work=Railway Gazette International}}</ref><ref>{{Cite news |date=14 July 2017 |title=HS1 railway line sold for EV of £3bn, below initial expectations |url=https://www.ft.com/content/0c0744d0-68a4-11e7-9a66-93fb352ba1fe |access-date=9 April 2023 |work=Financial Times}}</ref>
 HS1 Ltd rebranded as London St. Pancras Highspeed in February 2025.<ref name="MR202502">{{cite news |url=https://railway-news.com/uk-hs1-ltd-rebrands-as-london-st-pancras-highspeed/ |title=UK: HS1 Ltd Rebrands as London St. Pancras Highspeed |work=Railway News |author= Tiana May|date=14 February 2025}}</ref>
@@ Line 97: / Line 97: @@
 [[File:Eurostar on CTRL.jpg|thumb|right|upright=0.75|A Eurostar train on the CTRL, near [[Ashford, Kent|Ashford]]]]
 {{See also2|{{osmrelation|2236601|the geographical Route of HS1/CTRL}}.}}
-The high-speed railway operates as a "seven-day railway", with full availability on all days. Heavy maintenance is performed overnight.<ref>{{cite report|chapter-url=http://www.networkrail.co.uk/browse%20documents/strategicbusinessplan/other%20supporting%20documents/seven%20day%20railway%20(final).pdf|title=Seven Day Railway|work=Network Rail October 2007 Strategic Business Plan|chapter-format=Supporting document|last=Roberts|date=29 October 2007|access-date=25 May 2012|chapter=TOC and FOC aspirations for a 7 day railway|quote="7 day railway will operate on new high speed line. Inspections carried out during daytime white period & maintenance done at night.|archive-date=13 January 2015|archive-url=https://web.archive.org/web/20150113033645/http://www.networkrail.co.uk/browse%20documents/strategicbusinessplan/other%20supporting%20documents/seven%20day%20railway%20(final).pdf|url-status=dead}}</ref><ref>{{cite web|url=http://www.southeasternrailway.co.uk/index.php/news/news_items/view/94|archive-url=https://web.archive.org/web/20090612053704/http://www.southeasternrailway.co.uk/index.php/news/news_items/view/94|archive-date=12 June 2009|title=High speed preview services announced|date=1 June 2009|access-date=25 May 2012|quote=Daylight HS1 track inspection... Currently track engineers inspect high speed infrastructure during daylight hours.}}</ref><ref name="access-charing-consultation">{{cite web |url=http://highspeed1.co.uk/media/5565/second_consultation_on_prospective_levels_and_principles_of_track_access_charging.pdf |archive-url=https://www.webcitation.org/6AKIeOG6w?url=http://highspeed1.co.uk/media/5565/second_consultation_on_prospective_levels_and_principles_of_track_access_charging.pdf |url-status=dead |archive-date=31 August 2012 |work=Second Consultation on Prospective Levels and Principles of Track Access Charging for the High Speed 1 Railway |title=Possessions allowance |page=6,21 |date=17 November 2008 |access-date=25 May 2012 |author=sxmarcel |df=dmy-all }}</ref>{{rp|21}}
+The high-speed railway operates as a "seven-day railway", with full availability on all days. Heavy maintenance is performed overnight.<ref>{{cite report|chapter-url=http://www.networkrail.co.uk/browse%20documents/strategicbusinessplan/other%20supporting%20documents/seven%20day%20railway%20(final).pdf|title=Seven Day Railway|work=Network Rail October 2007 Strategic Business Plan|chapter-format=Supporting document|last=Roberts|date=29 October 2007|access-date=25 May 2012|chapter=TOC and FOC aspirations for a 7 day railway|quote="7 day railway will operate on new high speed line. Inspections carried out during daytime white period & maintenance done at night.|archive-date=13 January 2015|archive-url=https://web.archive.org/web/20150113033645/http://www.networkrail.co.uk/browse%20documents/strategicbusinessplan/other%20supporting%20documents/seven%20day%20railway%20(final).pdf|url-status=dead}}</ref><ref>{{cite web|url=http://www.southeasternrailway.co.uk/index.php/news/news_items/view/94|archive-url=https://web.archive.org/web/20090612053704/http://www.southeasternrailway.co.uk/index.php/news/news_items/view/94|archive-date=12 June 2009|title=High speed preview services announced|date=1 June 2009|access-date=25 May 2012|quote=Daylight HS1 track inspection... Currently track engineers inspect high speed infrastructure during daylight hours.}}</ref><ref name="access-charing-consultation">{{cite web |url=http://highspeed1.co.uk/media/5565/second_consultation_on_prospective_levels_and_principles_of_track_access_charging.pdf |archive-url=https://www.webcitation.org/6AKIeOG6w?url=http://highspeed1.co.uk/media/5565/second_consultation_on_prospective_levels_and_principles_of_track_access_charging.pdf |url-status=dead |archive-date=31 August 2012 |work=Second Consultation on Prospective Levels and Principles of Track Access Charging for the High Speed 1 Railway |title=Possessions allowance |page=6,21 |date=17 November 2008 |access-date=25 May 2012 |author=sxmarcel  }}</ref>{{rp|21}}
 {{As of|2008}}, track access charges were capped at approximately £71.35 per minute. In 2008, the cost of running a train along the full length of the line between St Pancras and the Channel Tunnel was £2,244; with lower costs of £2,192 for a domestic service to Ashford International, or £1,044 for St Pancras to Ebbsfleet International.<ref name="access-charing-consultation" />{{rp|6}} A discounted rate of £4.00 per kilometre was made available for night-time-only railfreight operation until 31 March 2015.<ref>{{cite web|url=http://highspeed1.co.uk/media/7307/freight_avoidable_costs_submission_from_europorte.pdf |title=HS1 Ltd Freight Avoidable Costs Review |date=5 July 2011 |format=letter |first=François |last=Coart |access-date=25 May 2012 |page=1 }}{{dead link|date=April 2017 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>
@@ Line 106: / Line 106: @@
 === Section 2 ===
-''Section 2'' of the project opened on 14 November 2007, and is a {{convert|39.4|km|mi|adj=on|abbr=off}} stretch of track from the newly built [[Ebbsfleet International railway station|Ebbsfleet]] station in Kent to London St Pancras. Completion of the section cut journey times by a further 20{{nbsp}}minutes (London–Paris in 2{{nbsp}}hours 15{{nbsp}}minutes; London–Brussels in 1{{nbsp}}hour 51{{nbsp}}minutes). The route starts with a {{convert|3.1|km|mi|adj=on|abbr=off}} tunnel which dives under the [[River Thames|Thames]] on the edge of [[Swanscombe]],<ref name=":3" /> then runs alongside the [[London, Tilbury and Southend line]] as far as [[Dagenham]], where it enters two long tunnels to reach St Pancras. The two tunnels (much of which is directly under the [[North London Line]]) are {{convert|10.1|km|mi|adj=on|abbr=off}} and the {{convert|7.5|km|mi|adj=on|abbr=off}} in length, split by a {{convert|1|km|mi|adj=on|abbr=off}} stretch that runs close to the surface to serve Stratford International and the [[Temple Mills Depot]].<ref name=":4" /><ref name=":5" /> The new depot, to the north of Stratford, replaced the [[North Pole depot]] in the west of London.<ref>{{cite news |date=31 October 2007 |title=Depot mark 2 promises faster maintenance of faster trains |url=http://www.railwaygazette.com/news/single-view/view//depot-mark-2-promises-faster-maintenance-of-faster-trains.html |url-status=dead |archive-url=https://web.archive.org/web/20160124140139/http://www.railwaygazette.com/news/single-view/view/depot-mark-2-promises-faster-maintenance-of-faster-trains.html |archive-date=24 January 2016 |work=[[Railway Gazette International]] |df=dmy-all}}</ref> In testing, the first Eurostar train ran into St Pancras on 6 March 2007.<ref>{{cite web |date=9 March 2007 |title=Railway Herald on-line magazine, Issue 75 |url=http://www.railwayherald.org/magazine/pdf/RHUK/Issue75.pdf |url-status=dead |archive-url=https://web.archive.org/web/20110727202806/http://www.railwayherald.org/magazine/pdf/RHUK/Issue75.pdf |archive-date=27 July 2011 |access-date=9 February 2010 |page=3 |df=dmy-all}}</ref> All CTRL connections are fully [[grade separation|grade-separated]].
+''Section 2'' of the project opened on 14 November 2007, and is a {{convert|39.4|km|mi|adj=on|abbr=off}} stretch of track from the newly built [[Ebbsfleet International railway station|Ebbsfleet]] station in Kent to London St Pancras. Completion of the section cut journey times by a further 20{{nbsp}}minutes (London–Paris in 2{{nbsp}}hours 15{{nbsp}}minutes; London–Brussels in 1{{nbsp}}hour 51{{nbsp}}minutes). The route starts with a {{convert|3.1|km|mi|adj=on|abbr=off}} tunnel which dives under the [[River Thames|Thames]] on the edge of [[Swanscombe]],<ref name=":3" /> then runs alongside the [[London, Tilbury and Southend line]] as far as [[Dagenham]], where it enters two long tunnels to reach St Pancras. The two tunnels (much of which is directly under the [[North London Line]]) are {{convert|10.1|km|mi|adj=on|abbr=off}} and the {{convert|7.5|km|mi|adj=on|abbr=off}} in length, split by a {{convert|1|km|mi|adj=on|abbr=off}} stretch that runs close to the surface to serve Stratford International and the [[Temple Mills Depot]].<ref name=":4" /><ref name=":5" /> The new depot, to the north of Stratford, replaced the [[North Pole depot]] in the west of London.<ref>{{cite news |date=31 October 2007 |title=Depot mark 2 promises faster maintenance of faster trains |url=http://www.railwaygazette.com/news/single-view/view//depot-mark-2-promises-faster-maintenance-of-faster-trains.html |url-status=dead |archive-url=https://web.archive.org/web/20160124140139/http://www.railwaygazette.com/news/single-view/view/depot-mark-2-promises-faster-maintenance-of-faster-trains.html |archive-date=24 January 2016 |work=[[Railway Gazette International]] }}</ref> In testing, the first Eurostar train ran into St Pancras on 6 March 2007.<ref>{{cite web |date=9 March 2007 |title=Railway Herald on-line magazine, Issue 75 |url=http://www.railwayherald.org/magazine/pdf/RHUK/Issue75.pdf |url-status=dead |archive-url=https://web.archive.org/web/20110727202806/http://www.railwayherald.org/magazine/pdf/RHUK/Issue75.pdf |archive-date=27 July 2011 |access-date=9 February 2010 |page=3 }}</ref> All CTRL connections are fully [[grade separation|grade-separated]].
 == Stations ==
@@ Line 129: / Line 129: @@
 {{Main|Ebbsfleet International railway station}}
-[[Ebbsfleet International railway station]] in the borough of [[Dartford]], [[Kent]] is {{convert|10|mi|0|abbr=on}} outside the eastern boundary of [[Greater London]] and opened to the public on 19 November 2007.<ref>{{cite news |url=http://news.bbc.co.uk/1/hi/england/7101240.stm |title=Ebbsfleet open to Eurostar trains |work=BBC News |access-date=5 July 2009 |date=19 November 2007 |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107234851/http://news.bbc.co.uk/2/hi/uk_news/england/7101240.stm |url-status=live }}</ref> It became Eurostar's main station in Kent.<ref>{{cite web |url=http://www.save-eurostar.org/2009/05/10/raileurope/ |title=RailEurope |publisher=save-eurostar.org |access-date=14 May 2009}} {{dead link|date=April 2012|bot=H3llBot}}</ref><ref>{{cite news |url=http://news.bbc.co.uk/1/hi/england/kent/5337586.stm |title=New station means Eurostar change |work=BBC News |date=12 September 2006 |access-date=14 December 2007 |archive-date=27 August 2007 |archive-url=https://web.archive.org/web/20070827132939/http://news.bbc.co.uk/1/hi/england/kent/5337586.stm |url-status=live }}</ref><ref>{{cite web| url=http://www.saveashfordinternational.org.uk/ | title=Save Ashford International (retrieved from archive.org)| publisher=saveashfordinternational.org.uk| access-date=18 February 2008 |archive-url = https://web.archive.org/web/20080412000527/http://www.saveashfordinternational.org.uk/ |archive-date = 12 April 2008}}</ref> Two of the platforms are designed for international passenger trains and four for high-speed domestic services.<ref name="SEpreview">{{cite web|url=http://www.southeasternrailway.co.uk/download/4859.4/high-speed-timetable-from-11-december/|title=High speed timetable|publisher=Southeastern Railways|access-date=26 December 2011|url-status=dead|archive-url=https://web.archive.org/web/20111211120612/http://www.southeasternrailway.co.uk/download/4859.4/high-speed-timetable-from-11-december/|archive-date=11 December 2011|df=dmy-all}}</ref> A high-speed domestic service operated by [[Southeastern (train operating company 2006–2021)|Southeastern]] to London St Pancras began on 29 June 2009. Eurostar has not served the station since the [[COVID-19 pandemic]] in 2020, and services will not return until at least 2025.<ref name=":BBC 2023" /><ref name=":FT2023" />
+[[Ebbsfleet International railway station]] in the borough of [[Dartford]], [[Kent]] is {{convert|10|mi|0|abbr=on}} outside the eastern boundary of [[Greater London]] and opened to the public on 19 November 2007.<ref>{{cite news |url=http://news.bbc.co.uk/1/hi/england/7101240.stm |title=Ebbsfleet open to Eurostar trains |work=BBC News |access-date=5 July 2009 |date=19 November 2007 |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107234851/http://news.bbc.co.uk/2/hi/uk_news/england/7101240.stm |url-status=live }}</ref> It became Eurostar's main station in Kent.<ref>{{cite web |url=http://www.save-eurostar.org/2009/05/10/raileurope/ |title=RailEurope |publisher=save-eurostar.org |access-date=14 May 2009}} {{dead link|date=April 2012|bot=H3llBot}}</ref><ref>{{cite news |url=http://news.bbc.co.uk/1/hi/england/kent/5337586.stm |title=New station means Eurostar change |work=BBC News |date=12 September 2006 |access-date=14 December 2007 |archive-date=27 August 2007 |archive-url=https://web.archive.org/web/20070827132939/http://news.bbc.co.uk/1/hi/england/kent/5337586.stm |url-status=live }}</ref><ref>{{cite web| url=http://www.saveashfordinternational.org.uk/ | title=Save Ashford International (retrieved from archive.org)| publisher=saveashfordinternational.org.uk| access-date=18 February 2008 |archive-url = https://web.archive.org/web/20080412000527/http://www.saveashfordinternational.org.uk/ |archive-date = 12 April 2008}}</ref> Two of the platforms are designed for international passenger trains and four for high-speed domestic services.<ref name="SEpreview">{{cite web|url=http://www.southeasternrailway.co.uk/download/4859.4/high-speed-timetable-from-11-december/|title=High speed timetable|publisher=Southeastern Railways|access-date=26 December 2011|url-status=dead|archive-url=https://web.archive.org/web/20111211120612/http://www.southeasternrailway.co.uk/download/4859.4/high-speed-timetable-from-11-december/|archive-date=11 December 2011}}</ref> A high-speed domestic service operated by [[Southeastern (train operating company 2006–2021)|Southeastern]] to London St Pancras began on 29 June 2009. Eurostar has not served the station since the [[COVID-19 pandemic]] in 2020, and services will not return until at least 2026.<ref name=":BBC 2024" /><ref name=":FT2023" />
 === Ashford International ===
 {{Main|Ashford International railway station}}
-This station was rebuilt as Ashford International during the early 1990s for international services from mainland Europe; this included the addition of two platforms to the north of station (the original down island platform had been taken over by international services). Unlike normal [[LGV Nord|LGV]] stations in France, the through tracks for [[Ashford International railway station]] are off to one side rather than going through.<ref name="eurostar.com" /> The number of services was reduced after the opening of the [[Ebbsfleet International railway station|Ebbsfleet station]]. A high-speed domestic service operated by [[Southeastern (train operating company 2006–2021)|Southeastern]] to London St Pancras began on 29 June 2009. Eurostar has not served the station since the [[COVID-19 pandemic]] in 2020, and services will not return until at least 2025.<ref name=":BBC 2023">{{Cite web |date=2023-09-05 |title=Eurostar: Petition for return of Kent services backed by 30,000 |url=https://www.bbc.com/news/articles/cxw4p4pwldxo |access-date=2023-09-20 |website=BBC News |language=en-GB}}</ref><ref name=":FT2023">{{Cite news |last=Wright |first=Robert |date=2023-07-05 |title=Eurostar in recovery: is there light at the end of the tunnel? |work=Financial Times |url=https://www.ft.com/content/a34d2fbd-15b8-428c-9070-b953e05cb0fd |access-date=2023-09-20}}</ref>
+This station was rebuilt as Ashford International during the early 1990s for international services from mainland Europe; this included the addition of two platforms to the north of station (the original down island platform had been taken over by international services). Unlike normal [[LGV Nord|LGV]] stations in France, the through tracks for [[Ashford International railway station]] are off to one side rather than going through.<ref name="eurostar.com" /> The number of services was reduced after the opening of the [[Ebbsfleet International railway station|Ebbsfleet station]]. A high-speed domestic service operated by [[Southeastern (train operating company 2006–2021)|Southeastern]] to London St Pancras began on 29 June 2009. Eurostar has not served the station since the [[COVID-19 pandemic]] in 2020, and services will not return until at least 2026.<ref name=":BBC 2024">{{Cite news |last1=Panons |first1=Jacob |last2=Starr |first2=Claire |date=9 October 2024 |title=Eurostar rules out resuming Kent stops before 2026 |url=https://www.bbc.co.uk/news/articles/c1k7r33wm1mo |access-date=20 June 2025 |work=[[BBC News]] |language=en-GB}}</ref><ref name=":FT2023">{{Cite news |last=Wright |first=Robert |date=5 July 2023 |title=Eurostar in recovery: is there light at the end of the tunnel? |work=Financial Times |url=https://www.ft.com/content/a34d2fbd-15b8-428c-9070-b953e05cb0fd |access-date=20 September 2023}}</ref>
 HS1 Ltd. (London St. Pancras Highspeed) also operates the ''Singlewell Infrastructure Maintenance Depot''.
@@ Line 144: / Line 144: @@
 The railway is maintained from [[Singlewell Infrastructure Maintenance Depot]].<ref>{{cite web|url=http://www.railwaystrategies.co.uk/article-page.php?contentid=6773&issueid=226|archive-url=https://web.archive.org/web/20130521073948/http://www.railwaystrategies.co.uk/article-page.php?contentid=6773&issueid=226|url-status=dead|archive-date=21 May 2013|date=1 January 2009|title=High Speed 1 security|work=Railway Strategies|publisher=Schofield Publishing|issue=226}}</ref>
-The construction work of the line was complex, and many contractors were involved in delivering them.<ref>{{cite web |title=Section 2 Major Contracts – Descriptions |url=http://www.highspeed1.com/downloads\hs1s2contracts.pdf |url-status=dead |archive-url=https://wayback.archive-it.org/all/20081001202115/http://highspeed1.com/downloads/22/hs1s2contracts.pdf |archive-date=1 October 2008 |access-date=11 February 2010 |publisher=High Speed 1}}</ref> The CTRL Section 2 construction works had caused considerable disruption around the Kings Cross area of London; in their wake redevelopment was stimulated.<ref>{{cite web |title=The regeneration benefits of the CTRL |url=http://www.dft.gov.uk/pgr/rail/pi/ctrl/theregenerationbenefitsofthect1 |url-status=dead |archive-url=https://web.archive.org/web/20090803033428/http://dft.gov.uk/pgr/rail/pi/ctrl/theregenerationbenefitsofthect1 |archive-date=3 August 2009 |access-date=1 August 2009 |publisher=[[Department for Transport]] |df=dmy-all}}</ref><ref>{{cite news |last=Griffiths |first=Emma |date=5 August 2005 |title=Developers see London's eastern promise |work=BBC News |url=http://news.bbc.co.uk/1/low/england/london/4734433.stm |url-status=live |access-date=1 August 2009 |archive-url=https://web.archive.org/web/20220107234859/http://news.bbc.co.uk/2/hi/uk_news/england/london/4734433.stm |archive-date=7 January 2022}}</ref> The large redevelopment area includes the run-down areas of post-industrial and ex-railway land close to [[London King's Cross railway station|King's Cross]] and St Pancras, a conservation area with many listed buildings; this was promoted as one of the benefits for building the CTRL.<ref>{{cite press release |url=http://www.m2.com/m2/web/story.php/2001CEA1C0D532E8359480256A230040E5C7 |title=Final phase of Channel Tunnel Rail Link will be major regeneration boost – Prescott |publisher=London and Continental Railways |date=3 April 2001 |access-date=17 May 2014 |archive-date=13 January 2015 |archive-url=https://web.archive.org/web/20150113024143/http://www.m2.com/m2/web/story.php/2001CEA1C0D532E8359480256A230040E5C7 |url-status=live}}</ref> It has been postulated that this development was actually suppressed by the construction project,<ref>{{cite news |author=Plowden, Stephen |date=2 April 2001 |title=Special Report – Coming soon: the Dome on wheels |work=[[New Statesman]] |location=London |url=http://www.newstatesman.com/200104020018 |archive-url=https://web.archive.org/web/20061227205646/http://www.newstatesman.com/200104020018 |archive-date=27 December 2006}}</ref> and some affected districts were said still to be in a poor state in 2005.<ref>{{cite news |last=Glancey |first=Jonathan |date=27 May 2005 |title=Tunnel vision |work=The Guardian |location=London |url=https://www.theguardian.com/uk/2005/may/27/transport |url-status=live |access-date=7 July 2009 |archive-url=https://web.archive.org/web/20130829050258/http://www.theguardian.com/uk/2005/may/27/transport |archive-date=29 August 2013 |quote=Somers Town, on one side of St Pancras, remains little more than a slum, while King's Cross is still an unzipping ground for low-rent prostitution, a crack needle in the side of civilised London.}}</ref>
+The construction work of the line was complex, and many contractors were involved in delivering them.<ref>{{cite web |title=Section 2 Major Contracts – Descriptions |url=http://www.highspeed1.com/downloads\hs1s2contracts.pdf |url-status=dead |archive-url=https://wayback.archive-it.org/all/20081001202115/http://highspeed1.com/downloads/22/hs1s2contracts.pdf |archive-date=1 October 2008 |access-date=11 February 2010 |publisher=High Speed 1}}</ref> The CTRL Section 2 construction works had caused considerable disruption around the Kings Cross area of London; in their wake redevelopment was stimulated.<ref>{{cite web |title=The regeneration benefits of the CTRL |url=http://www.dft.gov.uk/pgr/rail/pi/ctrl/theregenerationbenefitsofthect1 |url-status=dead |archive-url=https://web.archive.org/web/20090803033428/http://dft.gov.uk/pgr/rail/pi/ctrl/theregenerationbenefitsofthect1 |archive-date=3 August 2009 |access-date=1 August 2009 |publisher=[[Department for Transport]] }}</ref><ref>{{cite news |last=Griffiths |first=Emma |date=5 August 2005 |title=Developers see London's eastern promise |work=BBC News |url=http://news.bbc.co.uk/1/low/england/london/4734433.stm |url-status=live |access-date=1 August 2009 |archive-url=https://web.archive.org/web/20220107234859/http://news.bbc.co.uk/2/hi/uk_news/england/london/4734433.stm |archive-date=7 January 2022}}</ref> The large redevelopment area includes the run-down areas of post-industrial and ex-railway land close to [[London King's Cross railway station|King's Cross]] and St Pancras, a conservation area with many listed buildings; this was promoted as one of the benefits for building the CTRL.<ref>{{cite press release |url=http://www.m2.com/m2/web/story.php/2001CEA1C0D532E8359480256A230040E5C7 |title=Final phase of Channel Tunnel Rail Link will be major regeneration boost – Prescott |publisher=London and Continental Railways |date=3 April 2001 |access-date=17 May 2014 |archive-date=13 January 2015 |archive-url=https://web.archive.org/web/20150113024143/http://www.m2.com/m2/web/story.php/2001CEA1C0D532E8359480256A230040E5C7 |url-status=live}}</ref> It has been postulated that this development was actually suppressed by the construction project,<ref>{{cite news |author=Plowden, Stephen |date=2 April 2001 |title=Special Report – Coming soon: the Dome on wheels |work=[[New Statesman]] |location=London |url=http://www.newstatesman.com/200104020018 |archive-url=https://web.archive.org/web/20061227205646/http://www.newstatesman.com/200104020018 |archive-date=27 December 2006}}</ref> and some affected districts were said still to be in a poor state in 2005.<ref>{{cite news |last=Glancey |first=Jonathan |date=27 May 2005 |title=Tunnel vision |work=The Guardian |location=London |url=https://www.theguardian.com/uk/2005/may/27/transport |url-status=live |access-date=7 July 2009 |archive-url=https://web.archive.org/web/20130829050258/http://www.theguardian.com/uk/2005/may/27/transport |archive-date=29 August 2013 |quote=Somers Town, on one side of St Pancras, remains little more than a slum, while King's Cross is still an unzipping ground for low-rent prostitution, a crack needle in the side of civilised London.}}</ref>
 === Track ===
-Both track and signalling technology ([[Transmission voie-machine|TVM-430]] + [[Contrôle de vitesse par balises|KVB]]) are based on or identical to the standards used on the French [[Lignes à Grande Vitesse|LGV]] high-speed lines. The areas around St Pancras and Gare du Nord use colour light and KVB signalling<ref>{{cite web|url=http://www.rgsonline.co.uk/Deviations/Derogation/07-099-DGN.pdf |title=07 099 DGN certificate |format=Certificate of Derogation from a Railway Group Standard |publisher=Rail Safety and Standards Board |page=2 |date=24 August 2007 |access-date=13 February 2012 |quote=The new CTRL St Pancras terminal station and approaches is fitted with colour light signalling. In addition, the continuous supervision KVB Automatic Train Protection (ATP) system is installed to comply with CTRL requirements for full ATP. |url-status=dead |archive-url=https://web.archive.org/web/20131002123655/http://www.rgsonline.co.uk/Deviations/Derogation/07-099-DGN.pdf |archive-date=2 October 2013 |df=dmy-all }}</ref> with the whole of the high-speed route to Paris (CTRL, Channel Tunnel, LGV Nord) using TVM-430. Traffic between London and the Channel Tunnel is controlled from the Ashford signalling centre. Signalling tests before opening were performed by the [[SNCF]]-owned "Lucie" test car.<ref>{{cite news|quote=Certification of the TVM430 signalling system on the CTRL almost caused a delay in opening of section 1 in 2003.|title=Britain finally joins the high-speed club: the first section of CTRL opens on 28 September|work=[[International Railway Journal]]|date=August 2003}}</ref>
+Both track and signalling technology ([[Transmission voie-machine|TVM-430]] + [[Contrôle de vitesse par balises|KVB]]) are based on or identical to the standards used on the French [[Lignes à Grande Vitesse|LGV]] high-speed lines. The areas around St Pancras and Gare du Nord use colour light and KVB signalling<ref>{{cite web|url=http://www.rgsonline.co.uk/Deviations/Derogation/07-099-DGN.pdf |title=07 099 DGN certificate |format=Certificate of Derogation from a Railway Group Standard |publisher=Rail Safety and Standards Board |page=2 |date=24 August 2007 |access-date=13 February 2012 |quote=The new CTRL St Pancras terminal station and approaches is fitted with colour light signalling. In addition, the continuous supervision KVB Automatic Train Protection (ATP) system is installed to comply with CTRL requirements for full ATP. |url-status=dead |archive-url=https://web.archive.org/web/20131002123655/http://www.rgsonline.co.uk/Deviations/Derogation/07-099-DGN.pdf |archive-date=2 October 2013  }}</ref> with the whole of the high-speed route to Paris (CTRL, Channel Tunnel, LGV Nord) using TVM-430. Traffic between London and the Channel Tunnel is controlled from the Ashford signalling centre. Signalling tests before opening were performed by the [[SNCF]]-owned "Lucie" test car.<ref>{{cite news|quote=Certification of the TVM430 signalling system on the CTRL almost caused a delay in opening of section 1 in 2003.|title=Britain finally joins the high-speed club: the first section of CTRL opens on 28 September|work=[[International Railway Journal]]|date=August 2003}}</ref>
-The track is {{RailGauge|sg|allk=on}}<ref name="network-statement-2009" /> cleared to a larger modern European GC [[loading gauge]]<ref name="network-statement-2009">{{cite web|url=http://www.highspeed1.com/resources/documents/HS1%20Network%20Statement.pdf|title=HS1 Network Statement|date=17 August 2009|publisher=HS1 Limited|pages=17, 19|quote=3.3.1.2 Track Gauge & Structure Gauge: The nominal track gauge is 1435&nbsp;mm. ... 3.3.2.1 Loading Gauge: … UIC "GC" on HS1; and UIC "GB+" on Ashford connecting lines … Waterloo connection .. structure gauge (W6/W6A)|url-status=dead|archive-url=https://web.archive.org/web/20140414094508/http://www.highspeed1.com/resources/documents/HS1%20Network%20Statement.pdf|archive-date=14 April 2014|df=dmy-all}}</ref> enabling GC gauge freight as far as the yards at [[Barking, London|Barking]].<ref name=DfTlong>{{cite web|url=http://www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/strategicfreightnetwork.pdf |title=Strategic Freight Network: The Longer-Term Vision |publisher=Department for Transport |access-date=17 May 2009 |page=15 |quote=20.5 European freight link (UIC GB+ Gauge): A European loading gauge freight link has been secured as far as Barking through Channel Tunnel |url-status=dead |archive-url=https://web.archive.org/web/20110304080044/http://www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/strategicfreightnetwork.pdf |archive-date=4 March 2011 |df=dmy-all }}</ref><ref>{{cite news|url=http://www.railway-technology.com/features/feature1345/|title=Eurostar Revamps High-Speed Service|newspaper=Railway Technology |date=15 October 2007|access-date=11 February 2010|archive-date=28 January 2010|archive-url=https://web.archive.org/web/20100128022405/http://www.railway-technology.com/features/feature1345/|url-status=live |author1=Cmsadmin }}</ref> The line is electrified entirely using [[overhead lines]] with [[25 kV AC railway electrification]].[[File:Class373-eurostar-north-downs-tunnel-high-speed-1-telephoto.jpg|thumb|right|[[North Downs Tunnel]], northern portal under [[Blue Bell Hill]]]]
+The track is {{RailGauge|sg|allk=on}}<ref name="network-statement-2009" /> cleared to a larger modern European GC [[loading gauge]]<ref name="network-statement-2009">{{cite web|url=http://www.highspeed1.com/resources/documents/HS1%20Network%20Statement.pdf|title=HS1 Network Statement|date=17 August 2009|publisher=HS1 Limited|pages=17, 19|quote=3.3.1.2 Track Gauge & Structure Gauge: The nominal track gauge is 1435&nbsp;mm. ... 3.3.2.1 Loading Gauge: … UIC "GC" on HS1; and UIC "GB+" on Ashford connecting lines … Waterloo connection .. structure gauge (W6/W6A)|url-status=dead|archive-url=https://web.archive.org/web/20140414094508/http://www.highspeed1.com/resources/documents/HS1%20Network%20Statement.pdf|archive-date=14 April 2014}}</ref> enabling GC gauge freight as far as the yards at [[Barking, London|Barking]].<ref name=DfTlong>{{cite web|url=http://www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/strategicfreightnetwork.pdf |title=Strategic Freight Network: The Longer-Term Vision |publisher=Department for Transport |access-date=17 May 2009 |page=15 |quote=20.5 European freight link (UIC GB+ Gauge): A European loading gauge freight link has been secured as far as Barking through Channel Tunnel |url-status=dead |archive-url=https://web.archive.org/web/20110304080044/http://www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/strategicfreightnetwork.pdf |archive-date=4 March 2011  }}</ref><ref>{{cite news|url=http://www.railway-technology.com/features/feature1345/|title=Eurostar Revamps High-Speed Service|newspaper=Railway Technology |date=15 October 2007|access-date=11 February 2010|archive-date=28 January 2010|archive-url=https://web.archive.org/web/20100128022405/http://www.railway-technology.com/features/feature1345/|url-status=live |author1=Cmsadmin }}</ref> The line is electrified entirely using [[overhead lines]] with [[25 kV AC railway electrification]].[[File:Class373-eurostar-north-downs-tunnel-high-speed-1-telephoto.jpg|thumb|right|[[North Downs Tunnel]], northern portal under [[Blue Bell Hill]]]]
 === Tunnels ===
@@ Line 164: / Line 164: @@
 == Services ==
-International passenger services on this line are operated by [[Eurostar]], with maximum speed {{convert|300|km/h|mph|abbr=on|round=10}}, while domestic passenger services are operated by [[Southeastern (train operating company)|Southeastern]] as far as [[Ashford International]], with maximum speed {{convert|225|km/h|mph|abbr=on|round=10}}.
+International passenger services on this line are operated by [[Eurostar]], with maximum speed {{convert|300|km/h|mph|abbr=on|round=10}}, while domestic passenger services are operated by [[Southeastern (train operating company)|Southeastern]] as far as Ashford International, with maximum speed {{convert|225|km/h|mph|abbr=on|round=10}}.
 High Speed 1 was built to allow eight trains per hour through to the Channel Tunnel.<ref>[http://www.railway-technology.com/projects/highspeedone/ High Speed 1, United Kingdom] {{Webarchive|url=https://web.archive.org/web/20170611115158/http://www.railway-technology.com/projects/highspeedone/ |date=11 June 2017 }}, Railway Technology</ref> As of May 2014, Eurostar runs two to three trains per hour in each direction between London and the Channel Tunnel.<ref>{{cite web |url= http://www.eurostar.com/sites/default/files/pdf/timetable/UK_timetable.pdf |title= Timetable Core destinations 15 December 2013 to 24 May 2014 |archive-url= https://web.archive.org/web/20150910132156/http://www.eurostar.com/sites/default/files/pdf/timetable/UK_timetable.pdf |archive-date=10 September 2015 |publisher= Eurostar}}</ref> Southeastern runs in the high peak eight trains per hour between London and Ebbsfleet, two of these continuing to Ashford.<ref>{{cite web |url=http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/kent/kent%20rus.pdf |title=Kent Route Utilisation Strategy |publisher=[[Network Rail]] |page=8 |date=January 2010 |access-date=31 December 2010 |archive-date=7 June 2011 |archive-url=https://web.archive.org/web/20110607015401/http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/kent/kent%20rus.pdf |url-status=live }}</ref> During the [[2012 Olympic Games]], Southeastern provided the [[Olympic Javelin]] service with up to twelve trains per hour from Stratford into London.<ref>{{cite book
@@ Line 173: / Line 173: @@
   |date        = October 2007
   |access-date  = 17 December 2008
- |url-status     = dead
+|url-status     = dead
   |archive-url  = https://web.archive.org/web/20090205045458/http://www.london2012.com/documents/oda-transport/tp-first-edition/tp-consultation-report.pdf
   |archive-date = 5 February 2009
- |df          = dmy-all
+|df          = dmy-all
 }}</ref>
@@ Line 182: / Line 182: @@
 The route was built with freight provision from the beginning. It has spurs leading to and from the freight terminal at Dollands Moor (Folkestone) and the freight depot at Barking (Ripple Lane), north of the River Thames. Long [[passing loop]]s to hold freight trains while passenger trains overtake them were built at Lenham Heath and Singlewell.
-[[Freight trains]] operated by [[DB Cargo UK|EWS]] first ran over CTRL Section 1, on the consecutive evenings of 3–4 April 2004. Five freight trains that would have run via the classic lines were diverted to run over the Channel Tunnel Rail Link instead: three southbound intermodal trains on 3 April 2004 and two northbound intermodal trains on 4 April 2004.<ref>{{cite press release|url-status=dead |archive-date=1 October 2006 |archive-url=https://web.archive.org/web/20061001000132/http://www.ews-railway.co.uk/cmsystem/news_article.asp?guid=%7B1550A404-25E1-4384-962C-4887BF3C7C09%7D |url=http://www.ews-railway.co.uk/cmsystem/news_article.asp?guid={1550A404-25E1-4384-962C-4887BF3C7C09} |title=Channel Tunnel Rail Link opens for freight services |date=2 April 2004 |access-date=18 August 2011 |publisher=[[DB Cargo UK|English, Welsh & Scottish Railway]] |df=dmy }}</ref>
+[[Freight trains]] operated by [[DB Cargo UK|EWS]] first ran over CTRL Section 1, on the consecutive evenings of 3–4 April 2004. Five freight trains that would have run via the classic lines were diverted to run over the Channel Tunnel Rail Link instead: three southbound intermodal trains on 3 April 2004 and two northbound intermodal trains on 4 April 2004.<ref>{{cite press release|url-status=dead |archive-date=1 October 2006 |archive-url=https://web.archive.org/web/20061001000132/http://www.ews-railway.co.uk/cmsystem/news_article.asp?guid=%7B1550A404-25E1-4384-962C-4887BF3C7C09%7D |url=http://www.ews-railway.co.uk/cmsystem/news_article.asp?guid={1550A404-25E1-4384-962C-4887BF3C7C09} |title=Channel Tunnel Rail Link opens for freight services |date=2 April 2004 |access-date=18 August 2011 |publisher=[[DB Cargo UK|English, Welsh & Scottish Railway]]  }}</ref>
 == Operators ==
 <!-- "HS1 Ltd" redirects here -->
-The railway is operated on an [[Open access (infrastructure)|open access]] basis. Trains are operated by several organisations all operating over the same track. '''HS1 Ltd.''' is the network manager for the line, stations, and other infrastructure.<ref>{{citation|url=http://highspeed1.co.uk/what-we-do|website=highspeed1.co.uk|title=High Speed One – What we do|access-date=29 August 2011|publisher=HS1 Limited|archive-date=29 August 2011|archive-url=https://web.archive.org/web/20110829160218/http://highspeed1.co.uk/what-we-do|url-status=live}}</ref> Since February 2025, HS1 Ltd. has traded as '''London St. Pancras Highspeed''', which it suggests would reflect a more consumer-facing role whilst looking at options to expand capacity at London St Pancras International railway station.<ref>{{Cite web |last=Nicholson |first=Emma |date=2025-02-13 |title=HS1 Ltd is now London St. Pancras Highspeed |url=https://stpancras-highspeed.com/news/hs1-ltd-is-now-london-st-pancras-highspeed/ |access-date=2025-02-15 |website=London St. Pancras Highspeed |language=en}}</ref>
+The railway is operated on an [[Open access (infrastructure)|open access]] basis. Trains are operated by several organisations all operating over the same track. '''HS1 Ltd.''' is the network manager for the line, stations, and other infrastructure.<ref>{{citation|url=http://highspeed1.co.uk/what-we-do|website=highspeed1.co.uk|title=High Speed One – What we do|access-date=29 August 2011|publisher=HS1 Limited|archive-date=29 August 2011|archive-url=https://web.archive.org/web/20110829160218/http://highspeed1.co.uk/what-we-do|url-status=live}}</ref> Since February 2025, HS1 Ltd. has traded as '''London St. Pancras Highspeed''', which it suggests would reflect a more consumer-facing role whilst looking at options to expand capacity at London St Pancras International railway station.<ref>{{Cite web |last=Nicholson |first=Emma |date=13 February 2025 |title=HS1 Ltd is now London St. Pancras Highspeed |url=https://stpancras-highspeed.com/news/hs1-ltd-is-now-london-st-pancras-highspeed/ |access-date=15 February 2025 |website=London St. Pancras Highspeed |language=en}}</ref>
 === Network Rail (High Speed) Ltd ===
@@ Line 192: / Line 192: @@
 HS1 Ltd is responsible for overall managing and running of the line – along with the international railway stations at St Pancras, Stratford, Ashford and Ebbsfleet<ref>{{cite web|url=http://www.highspeed1.com/|title=High Speed One|publisher=HS1 Ltd|access-date=10 January 2011|archive-date=4 January 2011|archive-url=https://web.archive.org/web/20110104073459/http://www.highspeed1.com/|url-status=live}}</ref> – with responsibility for the infrastructure itself sub-contracted to Network Rail (High Speed) Ltd (formerly known as Network Rail (CTRL) acting as the controller and infrastructure manager.<ref>{{cite web|url=http://www.rail-reg.gov.uk/upload/pdf/tpws-excemption-letter-nr-030810.pdf |archive-url=http://webarchive.nationalarchives.gov.uk/20101111060633/http://www.rail-reg.gov.uk/upload/pdf/tpws-excemption-letter-nr-030810.pdf |url-status=dead |archive-date=11 November 2010 |work=Railway Safety Regulations 1999 |title=Exemption from the Fitment of an Automatic Train Protection System for Certain Types of Train on Network Rail (High Speed) Ltd Controlled Infrastructure |series=Understanding the Meaning of Test Trains |page=3 |first=Andrew G.W. |last=Stretton |date=3 August 2010 |quote=... is controlled by Network Rail (High Speed) Ltd who, as infrastructure manager ... |access-date=16 January 2010 |format=covering letter |publisher=Office of Rail Regulation }}</ref> Network Rail (CTRL) Limited was created as a subsidiary of [[Network Rail]] on 26 September 2003 for £57&nbsp;million to take over the assets of the CTRL renewal and maintenance operations.<ref name="nril-ar2004">{{cite report|url=http://www.networkrail.co.uk/browse%20documents/annual%20report%20and%20accounts/2004/2004networkrailinfrastructurelimitedannual%20report.pdf|page=39|title=Annual Report and Accounts|year=2004|publisher=Network Rail Infrastructure Limited|access-date=7 June 2011|archive-date=9 December 2010|archive-url=https://web.archive.org/web/20101209173106/http://www.networkrail.co.uk/browse%20documents/annual%20report%20and%20accounts/2004/2004networkrailinfrastructurelimitedannual%20report.pdf|url-status=dead}}</ref> Network Rail (High Speed) operates engineering, track maintenance machines, rescue locomotives, and infrastructure- and test trains.<ref>{{cite web|url=http://www.rail-reg.gov.uk/upload/pdf/tpws-exemption-nr-040610.pdf |archive-url=https://web.archive.org/web/20101111060616/http://www.rail-reg.gov.uk/upload/pdf/tpws-exemption-nr-040610.pdf |url-status=dead |archive-date=11 November 2010 |author=Deputy Chief Inspector of Railways |format=Certificate of Exemption |title=Infrastructure Controller: Network Rail (High Speed) Ltd |quote=Network Rail (High Speed) is exempt … in relation to the operation on the Channel Tunnel Rail Link of the following classes of trains: ... |date=4 June 2010 |access-date=16 January 2012 |publisher=Office of Rail Regulation }}</ref> Eurotunnel's subsidiary [[Europorte 2]] operates its [[Eurotunnel Class 0001]] (Krupp/[[MaK 6400]]) rescue locomotives on the line when required.<ref>{{cite web|url=http://www.rail-reg.gov.uk/upload/pdf/tpws-exemption-europorte2-080210.pdf |archive-url=http://webarchive.nationalarchives.gov.uk/20100303202356/http://www.rail-reg.gov.uk/upload/pdf/tpws-exemption-europorte2-080210.pdf |url-status=dead |archive-date=3 March 2010 |title=Train Operators Certificate |format=Certificate of Exemption |page=1 |author=Deputy Director of Railway Safety |publisher=Office of Rail Regulation |date=8 February 2010 |access-date=16 January 2011 }}</ref>
-Various [[track geometry car|track recording trains]] run as necessary, including visits by the [[New Measurement Train]]. On the night of 4/5 May 2011 the [[SNCF TGV Iris 320]] laboratory train took over, being hauled from Coquelles to St Pancras and back, towed by Eurotunnel Krupp locomotives numbers 4 and 5.<ref name="rail-iris320">{{cite journal|url=http://www.railwaymagazine.co.uk/news/tgv-in-secret-visit-to-uk |title=TGV in secret visit to UK |journal=[[The Railway Magazine]] |date=2 June 2011 |access-date=7 June 2011 |first=Chris |last=Milner |url-status=dead |archive-url=https://web.archive.org/web/20110606132212/http://www.railwaymagazine.co.uk/news/tgv-in-secret-visit-to-uk |archive-date=6 June 2011 |df=dmy-all }}</ref> The Iris 320 runs for Network Rail (High Speed) are an extension of the {{convert|100|km/h|0|abbr=on}} monitoring cycle already undertaken by SNCF International since December 2010 for Eurotunnel every two months.<ref name="sncf-iris320-uk">{{cite web|url=http://www.sncf-international.net/us/page.php?id=21-GB|title=United Kingdom: Track Geometry Checks|publisher=SNCF International|access-date=7 June 2011|quote=SNCF International … with Eurotunnel and .. Network-Rail (High Speed) are … carrying out Eurotunnel monitoring runs using the Iris 320 train and extending them as far as London St Pancras.|url-status=dead|archive-url=https://web.archive.org/web/20110812134923/http://www.sncf-international.net/us/page.php?id=21-GB|archive-date=12 August 2011|df=dmy-all}}</ref><ref name="eurotunnel-iris320">{{cite report|chapter-url=http://www.eurotunnelgroup.com/uploadedFiles/assets-uk/Shareholders-Investors/Publication/Annual-Review/RA2010-UK-GroupeEurotunnelSA.pdf|title=Inspecting the infrastructure at 100&nbsp;km/h|chapter=Maintenance|work=Annual Report|year=2010|publisher=Eurotunnel Group|page=24|access-date=7 June 2011|quote=IRIS 320 measuring train … since December 2010, … inspecting the Channel Tunnel, pulled by a Eurotunnel diesel locomotive at 100 km/h … every two months|archive-url=https://web.archive.org/web/20110807192552/http://www.eurotunnelgroup.com/uploadedFiles/assets-uk/Shareholders-Investors/Publication/Annual-Review/RA2010-UK-GroupeEurotunnelSA.pdf|archive-date=7 August 2011|url-status=dead}}</ref>
+Various [[track geometry car|track recording trains]] run as necessary, including visits by the [[New Measurement Train]]. On the night of 4/5 May 2011 the [[SNCF TGV Iris 320]] laboratory train took over, being hauled from Coquelles to St Pancras and back, towed by Eurotunnel Krupp locomotives numbers 4 and 5.<ref name="rail-iris320">{{cite journal|url=http://www.railwaymagazine.co.uk/news/tgv-in-secret-visit-to-uk |title=TGV in secret visit to UK |journal=[[The Railway Magazine]] |date=2 June 2011 |access-date=7 June 2011 |first=Chris |last=Milner |url-status=dead |archive-url=https://web.archive.org/web/20110606132212/http://www.railwaymagazine.co.uk/news/tgv-in-secret-visit-to-uk |archive-date=6 June 2011  }}</ref> The Iris 320 runs for Network Rail (High Speed) are an extension of the {{convert|100|km/h|0|abbr=on}} monitoring cycle already undertaken by SNCF International since December 2010 for Eurotunnel every two months.<ref name="sncf-iris320-uk">{{cite web|url=http://www.sncf-international.net/us/page.php?id=21-GB|title=United Kingdom: Track Geometry Checks|publisher=SNCF International|access-date=7 June 2011|quote=SNCF International … with Eurotunnel and .. Network-Rail (High Speed) are … carrying out Eurotunnel monitoring runs using the Iris 320 train and extending them as far as London St Pancras.|url-status=dead|archive-url=https://web.archive.org/web/20110812134923/http://www.sncf-international.net/us/page.php?id=21-GB|archive-date=12 August 2011}}</ref><ref name="eurotunnel-iris320">{{cite report|chapter-url=http://www.eurotunnelgroup.com/uploadedFiles/assets-uk/Shareholders-Investors/Publication/Annual-Review/RA2010-UK-GroupeEurotunnelSA.pdf|title=Inspecting the infrastructure at 100&nbsp;km/h|chapter=Maintenance|work=Annual Report|year=2010|publisher=Eurotunnel Group|page=24|access-date=7 June 2011|quote=IRIS 320 measuring train … since December 2010, … inspecting the Channel Tunnel, pulled by a Eurotunnel diesel locomotive at 100 km/h … every two months|archive-url=https://web.archive.org/web/20110807192552/http://www.eurotunnelgroup.com/uploadedFiles/assets-uk/Shareholders-Investors/Publication/Annual-Review/RA2010-UK-GroupeEurotunnelSA.pdf|archive-date=7 August 2011|url-status=dead}}</ref>
 === Eurostar ===
@@ Line 198: / Line 198: @@
 {{Main|Eurostar}}
-The Eurostar service uses about 40% of the capacity of High Speed 1,<ref>{{cite news|url=https://www.bloomberg.com/apps/news?pid=20601101&sid=aXLVB53toMOE|work=Bloomberg News|date=29 June 2009|title=Overdue U.K. 'Bullet Train' Enters Service Amid Cuts|location=New York|access-date=5 July 2009|archive-url=https://web.archive.org/web/20071009122448/http://www.bloomberg.com/apps/news?pid=20601101|archive-date=9 October 2007|url-status=dead|df=dmy-all}}</ref> which in November 2007 became the company's route for all its services prior to the merger with [[Thalys]].<ref>{{cite news |url=http://www.timesonline.co.uk/tol/travel/destinations/europe/article2744141.ece |title=Eurostar to Brussels |last=Rudd |first=Matt |newspaper=The Sunday Times |date=28 October 2007 |access-date=10 May 2009 |location=London |archive-date=30 January 2021 |archive-url=https://web.archive.org/web/20210130014001/https://www.thetimes.co.uk/ |url-status=dead }}</ref> Eurostar trains are for international traffic only, passing along the high-speed line from London [[St Pancras railway station]] to the Channel Tunnel, with the majority<ref>{{cite web|title=Eurostar Destinations|url=http://www.eurostar.com/UK/uk/leisure/destinations.jsp|publisher=Eurostar|access-date=8 January 2011|archive-url=https://web.archive.org/web/20090627013836/http://www.eurostar.com/UK/uk/leisure/destinations.jsp|archive-date=27 June 2009|url-status=dead|df=dmy-all}}</ref> terminating at either Paris [[Gare du Nord]] in France or [[Brussels-South railway station]] in Belgium.<ref name="EuroTun His">{{cite web|url=http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcTunnelInfrastructure/ukcDevelopment/ukpHistory |title=Our history |publisher=Eurotunnel |access-date=10 May 2009 |url-status=dead |archive-url=https://web.archive.org/web/20101123153410/http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcTunnelInfrastructure/ukcDevelopment/ukpHistory |archive-date=23 November 2010 |df=dmy }}</ref><ref name="waterloovid">Archived at [https://ghostarchive.org/varchive/youtube/20211211/Whnt8cYaNng Ghostarchive]{{cbignore}} and the [https://web.archive.org/web/20150525051525/https://www.youtube.com/watch?v=Whnt8cYaNng&feature=channel Wayback Machine]{{cbignore}}: {{cite AV media|url=https://www.youtube.com/watch?v=Whnt8cYaNng&feature=channel|title=Waterloo Sunset|date=20 December 2007|work=YouTube}}{{cbignore}}</ref> A Eurostar train was used to set a new British [[Land speed record for railed vehicles|rail speed record]] of {{convert|334.7|km/h|mph|0|abbr=on}} on 30 July 2003.<ref>{{Cite press release  |url= http://www.eurostar.com/UK/be/leisure/about_eurostar/press_release/press_archive_2003/30_07_03.jsp  |date= 30 July 2003  |title= Eurostar breaks UK high speed record  |publisher= Eurostar  |access-date= 6 July 2009  |archive-url= https://web.archive.org/web/20110607014728/http://www.eurostar.com/UK/be/leisure/about_eurostar/press_release/press_archive_2003/30_07_03.jsp  |archive-date= 7 June 2011  |url-status= dead  |df= dmy-all  }}</ref><ref>Archived at [https://ghostarchive.org/varchive/youtube/20211211/YoYIwXkmaqc Ghostarchive]{{cbignore}} and the [https://web.archive.org/web/20150904095706/https://www.youtube.com/watch?gl=GB&hl=en-GB&v=YoYIwXkmaqc Wayback Machine]{{cbignore}}: {{cite AV media|url= https://www.youtube.com/watch?v=YoYIwXkmaqc |title= Official Eurostar video of Record-breaking High Speed 1 run from Paris to London | publisher= Eurostar |access-date=7 July 2009 }}{{cbignore}}</ref> Prior to the formation of [[Eurostar International Limited]], the British component of the Eurostar grouping was owned by [[London & Continental Railways]], which had also previously owned the High Speed 1 infrastructure.<ref>{{cite press release|url=http://www.dft.gov.uk/press/speechesstatements/statements/londoncontrailwayslimited |archive-url=http://webarchive.nationalarchives.gov.uk/20090805233915/http://www.dft.gov.uk/press/speechesstatements/statements/londoncontrailwayslimited |url-status=dead |archive-date=5 August 2009 |title=London and Continental Railways Limited |date=8 June 2009 |publisher=[[Department for Transport]] }}</ref>
+The Eurostar service uses about 40% of the capacity of High Speed 1,<ref>{{cite news|url=https://www.bloomberg.com/apps/news?pid=20601101&sid=aXLVB53toMOE|work=Bloomberg News|date=29 June 2009|title=Overdue U.K. 'Bullet Train' Enters Service Amid Cuts|location=New York|access-date=5 July 2009|archive-url=https://web.archive.org/web/20071009122448/http://www.bloomberg.com/apps/news?pid=20601101|archive-date=9 October 2007|url-status=dead}}</ref> which in November 2007 became the company's route for all its services prior to the merger with [[Thalys]].<ref>{{cite news |url=http://www.timesonline.co.uk/tol/travel/destinations/europe/article2744141.ece |title=Eurostar to Brussels |last=Rudd |first=Matt |newspaper=The Sunday Times |date=28 October 2007 |access-date=10 May 2009 |location=London |archive-date=30 January 2021 |archive-url=https://web.archive.org/web/20210130014001/https://www.thetimes.co.uk/ |url-status=dead }}</ref> Eurostar trains are for international traffic only, passing along the high-speed line from London [[St Pancras railway station]] to the Channel Tunnel, with the majority<ref>{{cite web|title=Eurostar Destinations|url=http://www.eurostar.com/UK/uk/leisure/destinations.jsp|publisher=Eurostar|access-date=8 January 2011|archive-url=https://web.archive.org/web/20090627013836/http://www.eurostar.com/UK/uk/leisure/destinations.jsp|archive-date=27 June 2009|url-status=dead}}</ref> terminating at either Paris [[Gare du Nord]] in France or [[Brussels-South railway station]] in Belgium.<ref name="EuroTun His">{{cite web|url=http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcTunnelInfrastructure/ukcDevelopment/ukpHistory |title=Our history |publisher=Eurotunnel |access-date=10 May 2009 |url-status=dead |archive-url=https://web.archive.org/web/20101123153410/http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcTunnelInfrastructure/ukcDevelopment/ukpHistory |archive-date=23 November 2010  }}</ref><ref name="waterloovid">Archived at [https://ghostarchive.org/varchive/youtube/20211211/Whnt8cYaNng Ghostarchive]{{cbignore}} and the [https://web.archive.org/web/20150525051525/https://www.youtube.com/watch?v=Whnt8cYaNng&feature=channel Wayback Machine]{{cbignore}}: {{cite AV media|url=https://www.youtube.com/watch?v=Whnt8cYaNng&feature=channel|title=Waterloo Sunset|date=20 December 2007|work=YouTube}}{{cbignore}}</ref> A Eurostar train was used to set a new British [[Land speed record for railed vehicles|rail speed record]] of {{convert|334.7|km/h|mph|0|abbr=on}} on 30 July 2003.<ref>{{Cite press release  |url= http://www.eurostar.com/UK/be/leisure/about_eurostar/press_release/press_archive_2003/30_07_03.jsp  |date= 30 July 2003 |title= Eurostar breaks UK high speed record  |publisher= Eurostar  |access-date= 6 July 2009 |archive-url= https://web.archive.org/web/20110607014728/http://www.eurostar.com/UK/be/leisure/about_eurostar/press_release/press_archive_2003/30_07_03.jsp  |archive-date= 7 June 2011 |url-status= dead  |df= dmy-all  }}</ref><ref>Archived at [https://ghostarchive.org/varchive/youtube/20211211/YoYIwXkmaqc Ghostarchive]{{cbignore}} and the [https://web.archive.org/web/20150904095706/https://www.youtube.com/watch?gl=GB&hl=en-GB&v=YoYIwXkmaqc Wayback Machine]{{cbignore}}: {{cite AV media|url= https://www.youtube.com/watch?v=YoYIwXkmaqc |title= Official Eurostar video of Record-breaking High Speed 1 run from Paris to London | publisher= Eurostar |access-date=7 July 2009 }}{{cbignore}}</ref> Prior to the formation of [[Eurostar International Limited]], the British component of the Eurostar grouping was owned by [[London & Continental Railways]], which had also previously owned the High Speed 1 infrastructure.<ref>{{cite press release|url=http://www.dft.gov.uk/press/speechesstatements/statements/londoncontrailwayslimited |archive-url=http://webarchive.nationalarchives.gov.uk/20090805233915/http://www.dft.gov.uk/press/speechesstatements/statements/londoncontrailwayslimited |url-status=dead |archive-date=5 August 2009 |title=London and Continental Railways Limited |date=8 June 2009 |publisher=[[Department for Transport]] }}</ref>
-The fastest regular-service Eurostar journeys on record are 2 hours, 3 minutes and 39 seconds from Paris [[Gare du Nord]] to [[St Pancras railway station|St Pancras]], set on 4 September 2007;<ref>{{cite news | url=http://news.bbc.co.uk/1/hi/uk/6977211.stm | work=BBC News | date=4 September 2007 | title=Eurostar set Paris-London record | access-date=4 September 2007 | archive-date=17 November 2007 | archive-url=https://web.archive.org/web/20071117113849/http://news.bbc.co.uk/1/hi/uk/6977211.stm | url-status=live }}</ref> and 1 hour 43 minutes from [[Brussels]] [[Brussels-South railway station|South]] to [[St Pancras railway station|St Pancras]], set on 19 September 2007.<ref>{{cite news |url=https://www.telegraph.co.uk/news/main.jhtml?xml=/news/2007/09/20/neuro120.xml| work=The Daily Telegraph| date=20 September 2007 | title=Eurostar sets new record from Brussels |access-date=20 September 2007 | location=London | first1=Bonnie | last1=Malkin}}{{dead link|date=July 2021|bot=medic}}{{cbignore|bot=medic}}</ref>
+The fastest regular-service Eurostar journeys on record are 2{{nbsp}}hours, 3{{nbsp}}minutes and 39{{nbsp}}seconds from Paris [[Gare du Nord]] to [[St Pancras railway station|St Pancras]], set on 4 September 2007;<ref>{{cite news | url=http://news.bbc.co.uk/1/hi/uk/6977211.stm | work=BBC News | date=4 September 2007 | title=Eurostar set Paris-London record | access-date=4 September 2007 | archive-date=17 November 2007 | archive-url=https://web.archive.org/web/20071117113849/http://news.bbc.co.uk/1/hi/uk/6977211.stm | url-status=live }}</ref> and 1{{nbsp}}hour 43{{nbsp}}minutes from [[Brussels]] [[Brussels-South railway station|South]] to [[St Pancras railway station|St Pancras]], set on 19 September 2007.<ref>{{cite news |url=https://www.telegraph.co.uk/news/main.jhtml?xml=/news/2007/09/20/neuro120.xml| work=The Daily Telegraph| date=20 September 2007 | title=Eurostar sets new record from Brussels |access-date=20 September 2007 | location=London | first1=Bonnie | last1=Malkin}}{{dead link|date=July 2021|bot=medic}}{{cbignore|bot=medic}}</ref>
 {| class="wikitable"
@@ Line 246: / Line 246: @@
 [[File:Class 395 Javelin STP 003.jpg|thumb|right| A [[Southeastern (train operating company)|Southeastern]] [[British Rail Class 395|Class 395]] train departing from London [[St Pancras railway station]] on a preview domestic service]]
-Domestic high-speed services on High Speed 1 are operated by [[Southeastern (train operating company)|Southeastern]]. Having been in planning since 2004,<ref>{{cite news |url=http://www.timesonline.co.uk/tol/news/uk/article499619.ece |title=Britain is to have its own bullet trains |newspaper=[[The Times]] |first=Jenny |last=Booth |date=27 October 2004 |access-date=1 August 2009 |location=London |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107234856/https://www.thetimes.co.uk/ |url-status=dead }}</ref> a preview service of the [[British Rail Class 395]] trains, popularly known as ''Javelins'', started in June 2009,<ref name="SEpreview" /> and regular services began on 13 December 2009. The quickest journey time from Ashford to London St Pancras is 35 minutes,<ref>{{cite web |url=http://www.southeasternrailway.co.uk/download/4859.4/high-speed-timetable-from-11-december/ |title=South Eastern High Speed Timetable |publisher=Southeastern |access-date=26 December 2011 |url-status=dead |archive-url=https://web.archive.org/web/20111211120612/http://www.southeasternrailway.co.uk/download/4859.4/high-speed-timetable-from-11-december/ |archive-date=11 December 2011 |df=dmy-all }}</ref> compared with 80 minutes for the service to London Charing Cross via Tonbridge.<ref>{{cite web |url=http://www.southeasternrailway.co.uk/your-journey/timetables?station=CHX#May |title=South Eastern Mainline 4 Times |publisher=Southeastern |date=11 May 2009 |access-date=26 December 2011 |archive-date=18 June 2015 |archive-url=https://web.archive.org/web/20150618172155/http://www.southeasternrailway.co.uk/your-journey/timetables?station=CHX#May |url-status=live }}</ref> This service on Section 2 of the CTRL, known previously as CTRL-DS, was a factor in London's successful [[2012 Summer Olympics bids|2012 Olympic Bid]], promising a seven-minute journey time from the [[Queen Elizabeth Olympic Park|Olympic Park]] at Stratford to the London terminus at St Pancras.<ref>{{cite web |url=http://www.london2012.com/blog/2007/11/09/full-speed-ahead-at-st-pancras-international-station.php |title=Full speed ahead at St Pancras International Station |publisher=[[London2012]] blog |access-date=23 June 2009 |date=8 November 2007 |url-status=dead |archive-url=https://web.archive.org/web/20081122084344/http://www.london2012.com/blog/2007/11/09/full-speed-ahead-at-st-pancras-international-station.php |archive-date=22 November 2008 |df=dmy-all }}</ref>
+Domestic high-speed services on High Speed 1 are operated by [[Southeastern (train operating company)|Southeastern]]. Having been in planning since 2004,<ref>{{cite news |url=http://www.timesonline.co.uk/tol/news/uk/article499619.ece |title=Britain is to have its own bullet trains |newspaper=[[The Times]] |first=Jenny |last=Booth |date=27 October 2004 |access-date=1 August 2009 |location=London |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107234856/https://www.thetimes.co.uk/ |url-status=dead }}</ref> a preview service of the [[British Rail Class 395]] trains, popularly known as ''Javelins'', started in June 2009,<ref name="SEpreview" /> and regular services began on 13 December 2009. The quickest journey time from Ashford to London St Pancras is 35{{nbsp}}minutes,<ref>{{cite web |url=http://www.southeasternrailway.co.uk/download/4859.4/high-speed-timetable-from-11-december/ |title=South Eastern High Speed Timetable |publisher=Southeastern |access-date=26 December 2011 |url-status=dead |archive-url=https://web.archive.org/web/20111211120612/http://www.southeasternrailway.co.uk/download/4859.4/high-speed-timetable-from-11-december/ |archive-date=11 December 2011  }}</ref> compared with 80{{nbsp}}minutes for the service to London Charing Cross via Tonbridge.<ref>{{cite web |url=http://www.southeasternrailway.co.uk/your-journey/timetables?station=CHX#May |title=South Eastern Mainline 4 Times |publisher=Southeastern |date=11 May 2009 |access-date=26 December 2011 |archive-date=18 June 2015 |archive-url=https://web.archive.org/web/20150618172155/http://www.southeasternrailway.co.uk/your-journey/timetables?station=CHX#May |url-status=live }}</ref> This service on Section 2 of the CTRL, known previously as CTRL-DS, was a factor in London's successful [[2012 Summer Olympics bids|2012 Olympic Bid]], promising a seven-minute journey time from the [[Queen Elizabeth Olympic Park|Olympic Park]] at Stratford to the London terminus at St Pancras.<ref>{{cite web |url=http://www.london2012.com/blog/2007/11/09/full-speed-ahead-at-st-pancras-international-station.php |title=Full speed ahead at St Pancras International Station |publisher=[[London2012]] blog |access-date=23 June 2009 |date=8 November 2007 |url-status=dead |archive-url=https://web.archive.org/web/20081122084344/http://www.london2012.com/blog/2007/11/09/full-speed-ahead-at-st-pancras-international-station.php |archive-date=22 November 2008  }}</ref>
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 |----- bgcolor="#f9f9f9"
@@ Line 277: / Line 277: @@
 [[File:Class-92-db-red-92009-dollands-moor-1.jpg|thumb|right|DB Cargo UK Class 92s haul freights over High Speed 1]]
-DB Cargo is a global freight operator with a large interest in freight over rail in Europe.<ref>{{cite web |url=http://www.dbschenker.com/site/logistics/dbschenker/com/en/about__dbschenker/about__dbschenker.html |title=Transportation and Logistics in the DB Group |publisher=[[DB Schenker]] |access-date=7 July 2009 |url-status=dead |archive-url=https://archive.today/20120730044925/http://www.dbschenker.com/site/logistics/dbschenker/com/en/about__dbschenker/about__dbschenker.html |archive-date=30 July 2012 |df=dmy-all }}</ref> While High Speed 1 was constructed with freight loops, no freight traffic had run upon the line since opening in 2003.<ref>{{cite web |url=http://www.railway-technology.com/features/feature1345 |title=Eurostar Revamps High-Speed Service |date=14 October 2007 |publisher=Railway Technology |access-date=7 July 2009 |archive-date=15 July 2009 |archive-url=https://web.archive.org/web/20090715043620/http://www.railway-technology.com/features/feature1345/ |url-status=live }}</ref> On 16 April 2009 DB Schenker signed an agreement with HS1 Ltd, the owner of High Speed 1, for a partnership to develop TVM modifications for [[British Rail Class 92|class 92]] freight locomotives to run on the line.<ref name='freightCTRL'>{{cite magazine|url=http://www.railwaygazette.com/news/single-view/view//freight-trains-to-use-high-speed-1-from-2010.html|magazine=[[Railway Gazette International]]|date=16 April 2009|title=Freight trains to use High Speed 1 from 2010|access-date=7 July 2009|url-status=dead|archive-url=https://web.archive.org/web/20121002104831/http://www.railwaygazette.com/news/single-view/view/freight-trains-to-use-high-speed-1-from-2010.html|archive-date=2 October 2012|df=dmy-all}}</ref> On 25 March 2011 for the first time a modified class 92 locomotive travelled from [[Dollands Moor]] to Singlewell using the TVM430 signalling system.<ref name=DBpress>{{cite press release |url=http://www.rail.dbschenker.co.uk/cmsnews/news_article.asp?guid={7EA84D2B-CABE-4C5C-87F1-5FE863AC84F7} |title=European sized rail freight to arrive in the UK soon, following successful locomotive trial |publisher=DB Schenker Rail (UK) |date=25 March 2011 |access-date=6 May 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110722185909/http://www.rail.dbschenker.co.uk/cmsnews/news_article.asp?guid=%7B7EA84D2B-CABE-4C5C-87F1-5FE863AC84F7%7D |archive-date=22 July 2011 |df=dmy-all }}</ref> A loaded container train ran for the first time on 27 May 2011, to [[Novara]] in Italy. Following further trials with loaded wagons<ref name=DBpress27May>{{cite press release
+DB Cargo is a global freight operator with a large interest in freight over rail in Europe.<ref>{{cite web |url=http://www.dbschenker.com/site/logistics/dbschenker/com/en/about__dbschenker/about__dbschenker.html |title=Transportation and Logistics in the DB Group |publisher=[[DB Schenker]] |access-date=7 July 2009 |url-status=dead |archive-url=https://archive.today/20120730044925/http://www.dbschenker.com/site/logistics/dbschenker/com/en/about__dbschenker/about__dbschenker.html |archive-date=30 July 2012  }}</ref> While High Speed 1 was constructed with freight loops, no freight traffic had run upon the line since opening in 2003.<ref>{{cite web |url=http://www.railway-technology.com/features/feature1345 |title=Eurostar Revamps High-Speed Service |date=14 October 2007 |publisher=Railway Technology |access-date=7 July 2009 |archive-date=15 July 2009 |archive-url=https://web.archive.org/web/20090715043620/http://www.railway-technology.com/features/feature1345/ |url-status=live }}</ref> On 16 April 2009, DB Schenker signed an agreement with HS1 Ltd, the owner of High Speed 1, for a partnership to develop TVM modifications for [[British Rail Class 92|class 92]] freight locomotives to run on the line.<ref name='freightCTRL'>{{cite magazine|url=http://www.railwaygazette.com/news/single-view/view//freight-trains-to-use-high-speed-1-from-2010.html|magazine=[[Railway Gazette International]]|date=16 April 2009|title=Freight trains to use High Speed 1 from 2010|access-date=7 July 2009|url-status=dead|archive-url=https://web.archive.org/web/20121002104831/http://www.railwaygazette.com/news/single-view/view/freight-trains-to-use-high-speed-1-from-2010.html|archive-date=2 October 2012}}</ref> On 25 March 2011, for the first time a modified class 92 locomotive travelled from [[Dollands Moor]] to Singlewell using the TVM430 signalling system.<ref name=DBpress>{{cite press release |url=http://www.rail.dbschenker.co.uk/cmsnews/news_article.asp?guid={7EA84D2B-CABE-4C5C-87F1-5FE863AC84F7} |title=European sized rail freight to arrive in the UK soon, following successful locomotive trial |publisher=DB Schenker Rail (UK) |date=25 March 2011 |access-date=6 May 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110722185909/http://www.rail.dbschenker.co.uk/cmsnews/news_article.asp?guid=%7B7EA84D2B-CABE-4C5C-87F1-5FE863AC84F7%7D |archive-date=22 July 2011  }}</ref> A loaded container train ran for the first time on 27 May 2011, to [[Novara]] in Italy. Following further trials with loaded wagons<ref name=DBpress27May>{{cite press release
   |url=http://www.rail.dbschenker.co.uk/cmsnews/news_article.asp?guid={B3DB6B7C-BD63-431F-B8D3-DC42B0205886}
   |title=DB Schenker Rail operates first freight train over High Speed 1
   |publisher=DB Schenker Rail (UK)
   |date=27 May 2011
- |access-date=27 May 2011
+|access-date=27 May 2011
- |url-status=dead
+|url-status=dead
   |archive-url=https://web.archive.org/web/20110722185930/http://www.rail.dbschenker.co.uk/cmsnews/news_article.asp?guid=%7BB3DB6B7C-BD63-431F-B8D3-DC42B0205886%7D
-  |archive-date=22 July 2011
+  |archive-date=22 July 2011}}</ref><ref>{{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/first-freight-on-high-speed-1.html |access-date=29 May 2011 |title=First freight on High Speed 1 |date=29 May 2011 |work=[[Railway Gazette International]] |location=London |archive-date=30 May 2011 |archive-url=https://web.archive.org/web/20110530005354/http://www.railwaygazette.com/nc/news/single-view/view/first-freight-on-high-speed-1.html |url-status=live }}</ref> DB is to upgrade five Class 92 locomotives to allow them to run on High Speed 1.<ref>{{cite news | url=http://www.railway-technology.com/news/newsdb-schenker-to-upgrade-locomotives-for-high-speed-1-service/ | title=DB Schenker to upgrade locomotives for High Speed 1 service | work=Railway Technology.com | date=12 December 2011 | access-date=30 December 2011 | archive-date=10 March 2012 | archive-url=https://web.archive.org/web/20120310135127/http://www.railway-technology.com/news/newsdb-schenker-to-upgrade-locomotives-for-high-speed-1-service/ | url-status=live }}</ref> From 11 November 2011 a weekly service using European-sized [[swap body]] containers has run between London and Poland using High Speed 1.
- |df=dmy
-}}</ref><ref>{{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/first-freight-on-high-speed-1.html |access-date=29 May 2011 |title=First freight on High Speed 1 |date=29 May 2011 |work=[[Railway Gazette International]] |location=London |archive-date=30 May 2011 |archive-url=https://web.archive.org/web/20110530005354/http://www.railwaygazette.com/nc/news/single-view/view/first-freight-on-high-speed-1.html |url-status=live }}</ref> DB is to upgrade five Class 92 locomotives to allow them to run on High Speed 1.<ref>{{cite news | url=http://www.railway-technology.com/news/newsdb-schenker-to-upgrade-locomotives-for-high-speed-1-service/ | title=DB Schenker to upgrade locomotives for High Speed 1 service | work=Railway Technology.com | date=12 December 2011 | access-date=30 December 2011 | archive-date=10 March 2012 | archive-url=https://web.archive.org/web/20120310135127/http://www.railway-technology.com/news/newsdb-schenker-to-upgrade-locomotives-for-high-speed-1-service/ | url-status=live }}</ref> From 11 November 2011 a weekly service using European-sized [[swap body]] containers has run between London and Poland using High Speed 1.
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 === Future operations and intentions ===
 ==== Deutsche Bahn ====
-[[File:SiemensVelaroD-InnoTrans2010.jpg|thumb|Deutsche Bahn planned services using Siemens Velaro&nbsp;D trains]]
+[[File:SiemensVelaroD-InnoTrans2010.jpg|thumb|Deutsche Bahn planned services using Siemens Velaro{{nbsp}}D trains]]
 In November 2007, it was reported that DB, Germany's national train company, had applied to use the Channel Tunnel and High Speed 1 into London. This was denied by Deutsche Bahn, and the bi-national Channel Tunnel Safety Authority confirmed that it had not received such an application.<ref name="highspeedwho">{{cite news |url=http://www.christianwolmar.co.uk/2007/11/rail-579-who-is-going-to-use-the-new-high-speed-line/ |issue=579 |title=Who is going to use the new high speed line? |date=23 November 2007 |first=Christian |last=Wolmar |author-link=Christian Wolmar |work=Rail |location=Peterborough |access-date=11 May 2009 |archive-date=21 July 2011 |archive-url=https://web.archive.org/web/20110721000227/http://www.christianwolmar.co.uk/2007/11/rail-579-who-is-going-to-use-the-new-high-speed-line/ |url-status=live }}</ref> The plan was delayed by safety regulations as Deutsche Bahn's fleet of [[ICE 3]]M high-speed trains could not be divided in the tunnel in an emergency.<ref name="ES-DB1">{{cite news|url=http://www.thisislondon.co.uk/standard/article-23419061-german-rival-for-eurostar.do |title=German rival for Eurostar |last=Murray |first=Dick |date=19 December 2007 |newspaper=London Evening Standard |access-date=7 February 2010 |url-status=dead |archive-url=https://web.archive.org/web/20110605063102/http://www.thisislondon.co.uk/standard/article-23419061-german-rival-for-eurostar.do |archive-date=5 June 2011 }}</ref>
-In December 2008, it was reported that DB was interested in buying the British share in Eurostar,<ref name="Times_12 December 2009_DB">{{cite news | url = https://business.timesonline.co.uk/tol/business/industry_sectors/transport/article5327300.ece | title = We'll buy UK's share of Eurostar&nbsp;— and run it better, say Germans | work = [[The Times]] | location = London | date = 12 December 2008 | access-date = 18 December 2008 | last = Webster | first = Ben | archive-date = 11 June 2011 | archive-url = https://web.archive.org/web/20110611190218/http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article5327300.ece | url-status = live }}</ref> which in practice meant buying Eurostar (UK) Ltd., the 100% subsidiary of [[London & Continental Railways]] (LCR), which the British government intended to break up and sell just as it did the other rail-related subsidiary of L&CR, HS1 Ltd.<ref name="Eurotoll">{{cite news |title=Fees for high-speed tunnel link derail Eurostar's gravy train |last=O'Connell |first=Dominic |url=http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article3671706.ece |work=[[The Times]] |location=London |date=13 March 2008 |access-date=29 May 2009 |archive-date=12 June 2011 |archive-url=https://web.archive.org/web/20110612141213/http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article3671706.ece |url-status=dead }}</ref><ref name="L&CR_Future">[http://www.lcrhq.co.uk/ London & Continental Railways] {{Webarchive|url=https://web.archive.org/web/20190724052923/http://www.lcrhq.co.uk/ |date=24 July 2019 }} – scroll down to section "About the future".</ref> The buyer of EUKL would become the owner of the 11 British "Three Capitals" Class 373 trainsets plus all seven "North of London" sets, and would also be responsible for the operations of Eurostar traffic within Britain once the management contract with ICRR expires in 2010. [[Guillaume Pépy]], the president of SNCF, who held a press conference the same day, described DB's interest as "premature, presumptuous and arrogant".<ref>{{cite news|url=http://www.encyclopedia.com/doc/1G1-197853897.html |title=2010: A high-speed odyssey |work=International Railway Journal |location=London |access-date=11 May 2009 |last=Barrow |first=Keith |date=1 April 2009 }}{{dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}}</ref>
+In December 2008, it was reported that DB was interested in buying the British share in Eurostar,<ref name="Times_12 December 2009_DB">{{cite news | url = https://business.timesonline.co.uk/tol/business/industry_sectors/transport/article5327300.ece | title = We'll buy UK's share of Eurostar — and run it better, say Germans | work = [[The Times]] | location = London | date = 12 December 2008 | access-date = 18 December 2008 | last = Webster | first = Ben | archive-date = 11 June 2011 | archive-url = https://web.archive.org/web/20110611190218/http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article5327300.ece | url-status = live }}</ref> which in practice meant buying Eurostar (UK) Ltd., the 100% subsidiary of [[London & Continental Railways]] (LCR), which the British government intended to break up and sell just as it did the other rail-related subsidiary of L&CR, HS1 Ltd.<ref name="Eurotoll">{{cite news |title=Fees for high-speed tunnel link derail Eurostar's gravy train |last=O'Connell |first=Dominic |url=http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article3671706.ece |work=[[The Times]] |location=London |date=13 March 2008 |access-date=29 May 2009 |archive-date=12 June 2011 |archive-url=https://web.archive.org/web/20110612141213/http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article3671706.ece |url-status=dead }}</ref><ref name="L&CR_Future">[http://www.lcrhq.co.uk/ London & Continental Railways] {{Webarchive|url=https://web.archive.org/web/20190724052923/http://www.lcrhq.co.uk/ |date=24 July 2019 }} – scroll down to section "About the future".</ref> The buyer of EUKL would become the owner of the 11 British "Three Capitals" Class 373 trainsets plus all seven "North of London" sets, and would also be responsible for the operations of Eurostar traffic within Britain once the management contract with ICRR expires in 2010. [[Guillaume Pépy]], the president of SNCF, who held a press conference the same day, described DB's interest as "premature, presumptuous and arrogant".<ref>{{cite news|url=http://www.encyclopedia.com/doc/1G1-197853897.html |title=2010: A high-speed odyssey |work=International Railway Journal |location=London |access-date=11 May 2009 |last=Barrow |first=Keith |date=1 April 2009 }}{{dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}}</ref>
-SNCF claims to own 62% of the shares of Eurostar Group Ltd. [[Hartmut Mehdorn]], then CEO of Deutsche Bahn, confirmed DB's interest but insisted in a letter to Pépy that DB had only informally requested information and not made any official requests to Britain's [[Department for Transport]].<ref name="AFP_16 December 2008">{{cite news |url=http://www.lepoint.fr/actualites-economie/2008-12-16/chemins-de-fer-le-ton-monte-entre-deutsche-bahn-et-la-sncf/916/0/300280 |title=Chemins de fer: le ton monte entre Deutsche Bahn et la SNCF |agency=Agence France-Presse |date=16 December 2008 |language=fr |access-date=23 May 2011 |work=Le Point |location=Paris |archive-url=https://web.archive.org/web/20120405002137/http://www.lepoint.fr/actualites-economie/2008-12-16/chemins-de-fer-le-ton-monte-entre-deutsche-bahn-et-la-sncf/916/0/300280 |archive-date=5 April 2012 |url-status=dead |df=dmy-all }}</ref>
+SNCF claims to own 62% of the shares of Eurostar Group Ltd. [[Hartmut Mehdorn]], then CEO of Deutsche Bahn, confirmed DB's interest but insisted in a letter to Pépy that DB had only informally requested information and not made any official requests to Britain's [[Department for Transport]].<ref name="AFP_16 December 2008">{{cite news |url=http://www.lepoint.fr/actualites-economie/2008-12-16/chemins-de-fer-le-ton-monte-entre-deutsche-bahn-et-la-sncf/916/0/300280 |title=Chemins de fer: le ton monte entre Deutsche Bahn et la SNCF |agency=Agence France-Presse |date=16 December 2008 |language=fr |access-date=23 May 2011 |work=Le Point |location=Paris |archive-url=https://web.archive.org/web/20120405002137/http://www.lepoint.fr/actualites-economie/2008-12-16/chemins-de-fer-le-ton-monte-entre-deutsche-bahn-et-la-sncf/916/0/300280 |archive-date=5 April 2012 |url-status=dead  }}</ref>
-In 2009, [[Getlink|Eurotunnel]] (the owners of the Channel Tunnel) announced that it was prepared to start relaxing the [[fire safety]] regulations, in order to permit other operators, such as Deutsche Bahn, to transport passengers via the Tunnel using other forms of rolling stock.<ref>{{cite news |url=http://www.dw-world.de/dw/article/0,,5018915,00.html?maca=en-rss-en-all-1573-rdf |title=Deutsche Bahn gets access to Channel Tunnel |date=16 December 2009 |publisher=Deutsche Welle |location=Berlin |access-date=27 September 2010 |archive-date=22 January 2012 |archive-url=https://web.archive.org/web/20120122132253/http://www.dw-world.de/dw/article/0,,5018915,00.html?maca=en-rss-en-all-1573-rdf |url-status=live }}</ref> Under the deregulation of European railway service, high-speed lines were opened up to access by other operators on 1 January 2010; the Inter-Governmental Commission on the Channel Tunnel (IGC) announced that it was considering relaxing the safety requirements concerning train splitting. LCR suggested that high-speed rail services between London and Cologne could commence before the 2012 Olympics.<ref name="ES-DB2">{{cite news|url=http://www.thisislondon.co.uk/standard/article-23801905-the-train-at-st-pancras-will-be-departing-for-germany-via-channel-tunnel.do |title=The train at St Pancras will be departing for … Germany via Channel Tunnel |last=Lydall |first=Ross |date=3 February 2010 |newspaper=London Evening Standard |access-date=7 February 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100206220255/http://www.thisislondon.co.uk/standard/article-23801905-the-train-at-st-pancras-will-be-departing-for-germany-via-channel-tunnel.do |archive-date=6 February 2010 |df=dmy }}</ref>
+In 2009, [[Getlink|Eurotunnel]] (the owners of the Channel Tunnel) announced that it was prepared to start relaxing the [[fire safety]] regulations, in order to permit other operators, such as Deutsche Bahn, to transport passengers via the Tunnel using other forms of rolling stock.<ref>{{cite news |url=http://www.dw-world.de/dw/article/0,,5018915,00.html?maca=en-rss-en-all-1573-rdf |title=Deutsche Bahn gets access to Channel Tunnel |date=16 December 2009 |publisher=Deutsche Welle |location=Berlin |access-date=27 September 2010 |archive-date=22 January 2012 |archive-url=https://web.archive.org/web/20120122132253/http://www.dw-world.de/dw/article/0,,5018915,00.html?maca=en-rss-en-all-1573-rdf |url-status=live }}</ref> Under the deregulation of European railway service, high-speed lines were opened up to access by other operators on 1 January 2010; the Inter-Governmental Commission on the Channel Tunnel (IGC) announced that it was considering relaxing the safety requirements concerning train splitting. LCR suggested that high-speed rail services between London and Cologne could commence before the 2012 Olympics.<ref name="ES-DB2">{{cite news|url=http://www.thisislondon.co.uk/standard/article-23801905-the-train-at-st-pancras-will-be-departing-for-germany-via-channel-tunnel.do |title=The train at St Pancras will be departing for … Germany via Channel Tunnel |last=Lydall |first=Ross |date=3 February 2010 |newspaper=London Evening Standard |access-date=7 February 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100206220255/http://www.thisislondon.co.uk/standard/article-23801905-the-train-at-st-pancras-will-be-departing-for-germany-via-channel-tunnel.do |archive-date=6 February 2010  }}</ref>
-In March 2010, Eurotunnel, HS1 Ltd, DB and other interested train operators formed a working group to discuss changes to the safety rules, including allowing 200-metre trains. The Intergovernmental Commission currently requires trains to be 400&nbsp;m long.<ref>{{cite news | url=http://www.timesonline.co.uk/tol/news/world/europe/article7055789.ece | work=[[The Times]] | location=London | title=Deutsche Bahn may run London to Frankfurt service | date=10 March 2010 | access-date=2 April 2010 | first=Angela | last=Jameson | archive-date=29 June 2011 | archive-url=https://web.archive.org/web/20110629133136/http://www.timesonline.co.uk/tol/news/world/europe/article7055789.ece | url-status=dead }}</ref> Deutsche Bahn carried out evacuation trials in the tunnel on 17 October 2010 with two 200m-long ICE3 trains, and displayed one of them at St Pancras station on 19 October.<ref name=BBCDB /> The current Velaro [[ICE3]] sets do not meet the fire safety requirements for passenger services through the tunnel, but the [[Siemens Velaro##Velaro D|Siemens Velaro D]] sets on order include the necessary additional fire-proofing.<ref name="rg-ice3-chunnel">{{cite news | url=http://www.railwaygazette.com/news/single-view/view/10/deutsche-bahn-to-run-ice3-to-britain-this-year.html | title=Deutsche Bahn to run ICE3 to Britain this year | work=[[Railway Gazette International]] | location=London | date=29 July 2010 | access-date=30 July 2010 | archive-date=1 December 2020 | archive-url=https://web.archive.org/web/20201201082947/https://www.railwaygazette.com/news/single-view/view/10/deutsche-bahn-to-run-ice3-to-britain-this-year.html | url-status=live }}</ref> In March 2011, the European Rail Agency decided to allow trains with distributed traction to operate in the Channel Tunnel.<ref>{{cite press release |url= http://www.deutschebahn.com/site/bahn/en/press/press__information/passenger__transport/20110322__db__ice__services__london.html |publisher= Deutsche Bahn |title= ERA Channel Tunnel report is a welcome first step for Deutsche Bahn's high speed ICE services to London |date= 22 March 2011 |access-date= 17 April 2011 |archive-date= 5 May 2011 |archive-url= https://web.archive.org/web/20110505013818/http://www.deutschebahn.com/site/bahn/en/press/press__information/passenger__transport/20110322__db__ice__services__london.html |url-status= live }}</ref> DB is planning three services a day to [[Frankfurt]] (5h from London), [[Rotterdam]] (3h) and [[Amsterdam]] (4h) via Brussels<ref name=BBCDB>{{cite news |url=https://www.bbc.co.uk/news/business-11567753 |title=German rail firm DB competes for Channel Tunnel routes |date=19 October 2010 |work=BBC News |location=London |access-date=19 October 2010 |last=Scott |first=Richard |archive-date=20 October 2010 |archive-url=https://web.archive.org/web/20101020131924/http://www.bbc.co.uk/news/business-11567753 |url-status=live }}</ref><ref>{{cite news | url=http://www.rharchive.info/Issue285.pdf | title=Deutsche Bahn to start commercial services from London in 2013 | work=Railway Herald, Issue 285 page 9 | date=26 September 2011 | access-date=27 September 2011 | url-status=usurped | archive-url=https://web.archive.org/web/20111016022702/http://www.rharchive.info/Issue285.pdf | archive-date=16 October 2011 | df=dmy-all }}</ref> from 2015. This had originally planned to be 2013, but has been delayed due to the availability of the Channel Tunnel version of the Siemens Velaro D trains, high rental costs of the French rail network and border controls in their stations.<ref>{{cite news | url=http://www.businesstraveller.com/news/100254/deutsche-bahn-postpones-london-rail-route | title=Channel Tunnel | work=Business Traveller | date=19 February 2014 | access-date=9 January 2015 | archive-date=9 January 2015 | archive-url=https://web.archive.org/web/20150109184222/http://www.businesstraveller.com/news/100254/deutsche-bahn-postpones-london-rail-route | url-status=live }}</ref> As of 2016, nothing yet has come to fruition, but the High Speed One website continues to state that "HS1 Ltd are working with Deutsche Bahn on plans to incorporate three additional international return journeys, between Frankfurt and London via Cologne, Brussels and Lille. This will include connections from Amsterdam via Rotterdam to London."<ref name="hs1">{{cite web | url=http://highspeed1.co.uk/rail/international-rail-services | title=International Rail Services | website=High Speed 1 | access-date=23 July 2016 | archive-date=23 June 2016 | archive-url=https://web.archive.org/web/20160623130023/http://highspeed1.co.uk/rail/international-rail-services | url-status=dead }}</ref>
+In March 2010, Eurotunnel, HS1 Ltd, DB and other interested train operators formed a working group to discuss changes to the safety rules, including allowing {{convert|200|m|adj=on}} trains. The Intergovernmental Commission currently requires trains to be {{cvt|400|m}} long.<ref>{{cite news | url=http://www.timesonline.co.uk/tol/news/world/europe/article7055789.ece | work=[[The Times]] | location=London | title=Deutsche Bahn may run London to Frankfurt service | date=10 March 2010 | access-date=2 April 2010 | first=Angela | last=Jameson | archive-date=29 June 2011 | archive-url=https://web.archive.org/web/20110629133136/http://www.timesonline.co.uk/tol/news/world/europe/article7055789.ece | url-status=dead }}</ref> Deutsche Bahn carried out evacuation trials in the tunnel on 17 October 2010, with two 200{{nbsp}}m-long ICE3 trains, and displayed one of them at St Pancras station on 19 October.<ref name=BBCDB /> The current Velaro [[ICE3]] sets do not meet the fire safety requirements for passenger services through the tunnel, but the [[Siemens Velaro##Velaro D|Siemens Velaro D]] sets on order include the necessary additional fire-proofing.<ref name="rg-ice3-chunnel">{{cite news | url=http://www.railwaygazette.com/news/single-view/view/10/deutsche-bahn-to-run-ice3-to-britain-this-year.html | title=Deutsche Bahn to run ICE3 to Britain this year | work=[[Railway Gazette International]] | location=London | date=29 July 2010 | access-date=30 July 2010 | archive-date=1 December 2020 | archive-url=https://web.archive.org/web/20201201082947/https://www.railwaygazette.com/news/single-view/view/10/deutsche-bahn-to-run-ice3-to-britain-this-year.html | url-status=live }}</ref> In March 2011, the European Rail Agency decided to allow trains with distributed traction to operate in the Channel Tunnel.<ref>{{cite press release |url= http://www.deutschebahn.com/site/bahn/en/press/press__information/passenger__transport/20110322__db__ice__services__london.html |publisher= Deutsche Bahn |title= ERA Channel Tunnel report is a welcome first step for Deutsche Bahn's high speed ICE services to London |date= 22 March 2011 |access-date= 17 April 2011 |archive-date= 5 May 2011 |archive-url= https://web.archive.org/web/20110505013818/http://www.deutschebahn.com/site/bahn/en/press/press__information/passenger__transport/20110322__db__ice__services__london.html |url-status= live }}</ref> DB is planning three services a day to [[Frankfurt]] (5h from London), [[Rotterdam]] (3h) and [[Amsterdam]] (4h) via Brussels<ref name=BBCDB>{{cite news |url=https://www.bbc.co.uk/news/business-11567753 |title=German rail firm DB competes for Channel Tunnel routes |date=19 October 2010 |work=BBC News |location=London |access-date=19 October 2010 |last=Scott |first=Richard |archive-date=20 October 2010 |archive-url=https://web.archive.org/web/20101020131924/http://www.bbc.co.uk/news/business-11567753 |url-status=live }}</ref><ref>{{cite news | url=http://www.rharchive.info/Issue285.pdf | title=Deutsche Bahn to start commercial services from London in 2013 | work=Railway Herald, Issue 285 page 9 | date=26 September 2011 | access-date=27 September 2011 | url-status=usurped | archive-url=https://web.archive.org/web/20111016022702/http://www.rharchive.info/Issue285.pdf | archive-date=16 October 2011 | df=dmy-all }}</ref> from 2015. This had originally planned to be 2013, but has been delayed due to the availability of the Channel Tunnel version of the Siemens Velaro D trains, high rental costs of the French rail network and border controls in their stations.<ref>{{cite news | url=http://www.businesstraveller.com/news/100254/deutsche-bahn-postpones-london-rail-route | title=Channel Tunnel | work=Business Traveller | date=19 February 2014 | access-date=9 January 2015 | archive-date=9 January 2015 | archive-url=https://web.archive.org/web/20150109184222/http://www.businesstraveller.com/news/100254/deutsche-bahn-postpones-london-rail-route | url-status=live }}</ref> As of 2016, nothing yet has come to fruition, but the High Speed One website continues to state that "HS1 Ltd are working with Deutsche Bahn on plans to incorporate three additional international return journeys, between Frankfurt and London via Cologne, Brussels and Lille. This will include connections from Amsterdam via Rotterdam to London."<ref name="hs1">{{cite web | url=http://highspeed1.co.uk/rail/international-rail-services | title=International Rail Services | website=High Speed 1 | access-date=23 July 2016 | archive-date=23 June 2016 | archive-url=https://web.archive.org/web/20160623130023/http://highspeed1.co.uk/rail/international-rail-services | url-status=dead }}</ref>
 In March 2017, it was announced that Deutsche Bahn had revived plans for a London to Frankfurt train service with the service beginning as early as 2020. The service would take around five hours and could rival airlines and become the first competitor for Eurostar.<ref>{{cite web|url=http://www.cityam.com/260147/getting-brexit-ready-german-rail-operator-revives-plans|title=Gearing up for Brexit: London-Frankfurt express trains could arrive by 2020|first=Rebecca|last=Smith|date=2 March 2017|website=City AM|access-date=15 April 2017|archive-date=16 April 2017|archive-url=https://web.archive.org/web/20170416125325/http://www.cityam.com/260147/getting-brexit-ready-german-rail-operator-revives-plans|url-status=live}}</ref> In June 2018, Deutsche Bahn stated the plans have been shelved due to a "significantly changed economic environment".<ref>{{cite web|url=https://www.independent.co.uk/news/uk/politics/london-frankfurt-cologne-train-deutsche-bahn-db-eurostar-cancelled-shelved-a8394806.html|title=Plans for UK-Germany high speed rail services shelved due to 'significantly changed economic environment'|last=Stone|first=Jon|date=16 June 2018|website=The Independent|access-date=17 May 2019|archive-date=12 May 2019|archive-url=https://web.archive.org/web/20190512144715/https://www.independent.co.uk/news/uk/politics/london-frankfurt-cologne-train-deutsche-bahn-db-eurostar-cancelled-shelved-a8394806.html|url-status=live}}</ref>
@@ Line 341: / Line 339: @@
 ==== Getlink ====
-In August 2018, ''[[Bloomberg Businessweek]]'' reported that Getlink is interested in setting up an [[Ouigo]]-style low cost high speed rail service between London and Paris, travelling between the railway stations of [[Stratford International station|Stratford International]] and [[Aéroport Charles de Gaulle 2 TGV|Charles-de-Gaulle]].<ref>{{Cite web|url=https://www.bloomberg.com/news/articles/2018-08-17/the-discount-airline-model-is-coming-for-europe-s-railways|title=The Discount Airline Model Is Coming for Europe's Railways|date=2018-08-17|website=Bloomberg Businessweek|access-date=18 February 2021|archive-date=2 February 2021|archive-url=https://web.archive.org/web/20210202103315/https://www.bloomberg.com/news/articles/2018-08-17/the-discount-airline-model-is-coming-for-europe-s-railways|url-status=live}}</ref>
+In August 2018, ''[[Bloomberg Businessweek]]'' reported that Getlink is interested in setting up an [[Ouigo]]-style low cost high speed rail service between London and Paris, travelling between the railway stations of Stratford International and [[Aéroport Charles de Gaulle 2 TGV|Charles-de-Gaulle]].<ref>{{Cite web|url=https://www.bloomberg.com/news/articles/2018-08-17/the-discount-airline-model-is-coming-for-europe-s-railways|title=The Discount Airline Model Is Coming for Europe's Railways|date=17 August 2018|website=Bloomberg Businessweek|access-date=18 February 2021|archive-date=2 February 2021|archive-url=https://web.archive.org/web/20210202103315/https://www.bloomberg.com/news/articles/2018-08-17/the-discount-airline-model-is-coming-for-europe-s-railways|url-status=live}}</ref>
-In December 2023, it announced it would to double the market for direct high speed trains from the UK over the next 10 years. It aimed to reduce the time to market from 10 to 5 years, with services considered including from London to Cologne, Frankfurt, Geneva and Zurich. This would be done through market research, standardising tunnel regulations, introducing tunnel specific criteria into standard rolling stock designs, and working with network operators and stations.<ref>{{Cite news |date=14 December 2023 |title=Getlink to enable the doubling of direct high speed rail services from the UK over the next 10 years via the Channel Tunnel. |url=https://press.getlinkgroup.com/news/getlink-to-enable-the-doubling-of-direct-high-speed-rail-services-from-the-uk-over-the-next-10-years-via-the-channel-tunnel-8ee5-0791e.html |work=[[Getlink]]}}</ref>
+In December 2023, it announced it would to double the market for direct high speed trains from the UK over the next ten years. It aimed to reduce the time to market from ten to five years, with services considered including from London to Cologne, Frankfurt, Geneva and Zurich. This would be done through market research, standardising tunnel regulations, introducing tunnel specific criteria into standard rolling stock designs, and working with network operators and stations.<ref>{{Cite news |date=14 December 2023 |title=Getlink to enable the doubling of direct high speed rail services from the UK over the next 10 years via the Channel Tunnel. |url=https://press.getlinkgroup.com/news/getlink-to-enable-the-doubling-of-direct-high-speed-rail-services-from-the-uk-over-the-next-10-years-via-the-channel-tunnel-8ee5-0791e.html |work=[[Getlink]]}}</ref>
 ==== Heuro ====
-In November 2023, the Dutch rail start up, Heuro, led by Maarten van den Biggelaar, a Dutch entrepreneur, and his son, planned to offer 16 services per day from Amsterdam to both London and Paris.<ref>{{Cite news |last=Preston |first=Robert |date=14 November 2023 |title=Heuro plans high-speed services from Amsterdam to Brussels, Paris and London |url=https://www.railjournal.com/passenger/high-speed/heuro-plans-high-speed-services-from-amsterdam-to-brussels-paris-and-london/ |work=[[International Railway Journal]]}}</ref> It is looking to raise €600 million for the service.<ref>{{Cite news |last=Baldwin |first=Jeroen |date=15 April 2024 |title=Looking for 600 million (H)euros for trains to Paris and London |url=https://www.railtech.com/new-routes/2024/04/15/looking-for-600-million-heuros-for-trains-to-paris-and-london/ |work=RailTech}}</ref> It plans to use [[Zefiro (train)#Zefiro 300|Zefiro V300]] trains, similar to the [[Frecciarossa 1000]].<ref>{{Cite news |last=Bremont |first=Emmanuel |date=11 June 2024 |title=The new high-end Dutch operator Heuro wants to compete with Eurostar with Zefiro V300s |url=https://railcolornews.com/2024/06/11/passenger-the-new-high-end-dutch-operator-heuro-wants-to-compete-with-eurostar-with-zefiro-v300s/ |work=Railcolor}}</ref>
+In November 2023, the Dutch rail start up, Heuro, led by Maarten van den Biggelaar, a Dutch entrepreneur, and his son, planned to offer 16 services per day from Amsterdam to both London and Paris.<ref>{{Cite news |last=Preston |first=Robert |date=14 November 2023 |title=Heuro plans high-speed services from Amsterdam to Brussels, Paris and London |url=https://www.railjournal.com/passenger/high-speed/heuro-plans-high-speed-services-from-amsterdam-to-brussels-paris-and-london/ |work=[[International Railway Journal]]}}</ref> It is looking to raise €600{{nbsp}}million for the service.<ref>{{Cite news |last=Baldwin |first=Jeroen |date=15 April 2024 |title=Looking for 600 million (H)euros for trains to Paris and London |url=https://www.railtech.com/new-routes/2024/04/15/looking-for-600-million-heuros-for-trains-to-paris-and-london/ |work=RailTech}}</ref> It plans to use [[Zefiro (train)#Zefiro 300|Zefiro V300]] trains, similar to the [[Frecciarossa 1000]].<ref>{{Cite news |last=Bremont |first=Emmanuel |date=11 June 2024 |title=The new high-end Dutch operator Heuro wants to compete with Eurostar with Zefiro V300s |url=https://railcolornews.com/2024/06/11/passenger-the-new-high-end-dutch-operator-heuro-wants-to-compete-with-eurostar-with-zefiro-v300s/ |work=Railcolor}}</ref>
 ==== Evolyn and FS Group ====
@@ Line 354: / Line 352: @@
 ==== Gemini Trains ====
-In April 2025, Gemini Trains, chaired by [[Anthony Gueterbock, 18th Baron Berkeley|Lord Tony Berkeley]], announced its plans to offer services from London and Ebbsfleet to Paris and Brussels.<ref>https://geminitrains.com/</ref> In May 2025, Gemini Trains, announced plans to co-brand its 10 planned trains with [[Uber]], who would also sell tickets through its app, similar to the [[Thames Clippers]] services. It aims to begin services from Stratford International, noting it as less crowded and thus being a "blank canvas". It claims to be able to start operations as soon as 2030.<ref>{{Cite web |last=Preston |first=Robert |date=2025-05-21 |title=Uber joins cross-Channel new entrant |url=https://www.railjournal.com/passenger/high-speed/uber-joins-cross-channel-new-entrant/ |access-date=2025-05-22 |website=International Railway Journal |language=en-GB}}</ref><ref>{{Cite web |last=Calder |first=Simon |date=2025-05-21 |title=Could Stratford replace St Pancras as the gateway to Europe? |url=https://www.independent.co.uk/travel/news-and-advice/stratford-channel-tunnel-st-pancras-europe-trains-b2755262.html |access-date=2025-05-22 |website=The Independent |language=en}}</ref>
+In April 2025, Gemini Trains, chaired by [[Anthony Gueterbock, 18th Baron Berkeley|Lord Tony Berkeley]], announced its plans to offer services from London and Ebbsfleet to Paris and Brussels.<ref>https://geminitrains.com/</ref> In May 2025, Gemini Trains, announced plans to co-brand its ten planned trains with [[Uber]], who would also sell tickets through its app, similar to the [[Thames Clippers]] services. It aims to begin services from Stratford International, noting it as less crowded and thus being a "blank canvas". It claims to be able to start operations as soon as 2030.<ref>{{Cite web |last=Preston |first=Robert |date=21 May 2025 |title=Uber joins cross-Channel new entrant |url=https://www.railjournal.com/passenger/high-speed/uber-joins-cross-channel-new-entrant/ |access-date=22 May 2025 |website=International Railway Journal |language=en-GB}}</ref><ref>{{Cite web |last=Calder |first=Simon |date=21 May 2025 |title=Could Stratford replace St Pancras as the gateway to Europe? |url=https://www.independent.co.uk/travel/news-and-advice/stratford-channel-tunnel-st-pancras-europe-trains-b2755262.html |access-date=22 May 2025 |website=The Independent |language=en}}</ref>
 ==== Virgin Group ====
-As of 2024, the [[Virgin Group]] was in the process of exploring whether high speed cross-Channel services would be feasible. Under the name "Project Bullet<nowiki>''</nowiki>, it is gauging interest with investors for a £200 million equity raise. It is also looking to finance 12 trains, shortlisting two suppliers, for the service planned between London, Paris, Amsterdam and Brussels from 2028.<ref>{{Cite web |last=Roumpis |first=Nick |date=26 July 2024 |title=Virgin plans equity raise for cross-channel rail |url=https://ionanalytics.com/insights/infralogic/virgin-issues-teasers-for-cross-channel-rail-capital-raise/ |website=ION Analytics}}</ref><ref>{{Cite news |date=21 November 2024 |title='Turning point' reached for potential new Channel Tunnel train operators |url=https://www.railwaygazette.com/passenger/turning-point-reached-for-potential-new-channel-tunnel-train-operators/67863.article |work=[[Railway Gazette International]]}}</ref>
+As of 2024, the [[Virgin Group]] was in the process of exploring whether high speed cross-Channel services would be feasible. Under the name "Project Bullet", it is gauging interest with investors for a £200{{nbsp}}million equity raise. It is also looking to finance 12 trains, shortlisting two suppliers, for the service planned between London, Paris, Amsterdam and Brussels from 2028.<ref>{{Cite web |last=Roumpis |first=Nick |date=26 July 2024 |title=Virgin plans equity raise for cross-channel rail |url=https://ionanalytics.com/insights/infralogic/virgin-issues-teasers-for-cross-channel-rail-capital-raise/ |website=ION Analytics}}</ref><ref>{{Cite news |date=21 November 2024 |title='Turning point' reached for potential new Channel Tunnel train operators |url=https://www.railwaygazette.com/passenger/turning-point-reached-for-potential-new-channel-tunnel-train-operators/67863.article |work=[[Railway Gazette International]]}}</ref>
-Virgin and Evolyn remarked in November 2024 at an industry event in the [[Palace of Westminster|Houses of Parliament]], that Eurostar had not agreed access to [[Temple Mills Depot|Temple Mills depot]]. The companies later appealed to the [[Office of Rail and Road|ORR]] to assess the available capacity.<ref>{{Cite news |last=Georgiadis |first=Philip |date=20 November 2024 |title=Dispute over London depot threatens plans to break Eurostar monopoly |url=https://www.ft.com/content/1f5e2148-843d-48d9-b121-0969cd706899 |work=[[Financial Times]]}}</ref> This led to a report being published in March 2025 and commissioned by the ORR, confirming some capacity can be made available.<ref>{{Cite web |date=31 March 2025 |title=Rail regulator says some capacity can be made available at Eurostar depot |url=https://www.orr.gov.uk/search-news/rail-regulator-says-some-capacity-can-be-made-available-eurostar-depot |access-date= |website=Office of Rail and Road |language=en}}</ref>  Following the report, Virgin claimed that there were "no more major hurdles" to their market entry.<ref>{{Cite news |last=Topham |first=Gwyn |date=2025-03-31 |title=Virgin says ‘no more major hurdles’ to running cross-Channel trains |url=https://www.theguardian.com/business/2025/mar/31/virgin-no-more-major-hurdles-running-cross-channel-trains |access-date=2025-04-29 |work=The Guardian |language=en-GB |issn=0261-3077}}</ref>
+Virgin and Evolyn remarked in November 2024 at an industry event in the [[Palace of Westminster|Houses of Parliament]], that Eurostar had not agreed access to [[Temple Mills Depot|Temple Mills depot]]. The companies later appealed to the [[Office of Rail and Road|ORR]] to assess the available capacity.<ref>{{Cite news |last=Georgiadis |first=Philip |date=20 November 2024 |title=Dispute over London depot threatens plans to break Eurostar monopoly |url=https://www.ft.com/content/1f5e2148-843d-48d9-b121-0969cd706899 |work=[[Financial Times]]}}</ref> This led to a report being published in March 2025 and commissioned by the ORR, confirming some capacity can be made available.<ref>{{Cite web |date=31 March 2025 |title=Rail regulator says some capacity can be made available at Eurostar depot |url=https://www.orr.gov.uk/search-news/rail-regulator-says-some-capacity-can-be-made-available-eurostar-depot |access-date= |website=Office of Rail and Road |language=en}}</ref>  Following the report, Virgin claimed that there were "no more major hurdles" to their market entry.<ref>{{Cite news |last=Topham |first=Gwyn |date=31 March 2025 |title=Virgin says ‘no more major hurdles’ to running cross-Channel trains |url=https://www.theguardian.com/business/2025/mar/31/virgin-no-more-major-hurdles-running-cross-channel-trains |access-date=29 April 2025 |work=The Guardian |language=en-GB |issn=0261-3077}}</ref>
 == See also ==
@@ Line 475: / Line 473: @@
 {{Attached KML|display=title,inline}}
 * {{Official website}}
-* [http://www.railway-technology.com/projects/chunnel/ Trade article]
-* [https://web.archive.org/web/20120330221044/http://www.marcopoloexcite.eu/ Marco Polo Excite] (European X-Channel Intermodal Transport Enhancement)
 {{ThamesCrossings|west=[[Queen Elizabeth II Bridge]] ([[Dartford Crossing]])|east=[[Gravesend–Tilbury Ferry]]}}

High Speed 1: Difference between revisions

Revision as of 15:37, 20 June 2025

Early history

Project

Ownership and licences to operate

Building cost

Route

Section 1

Section 2

Stations

St Pancras International

Stratford International

Ebbsfleet International

Ashford International

Infrastructure

Track

Tunnels

Viaducts

Connection line to Waterloo

Services

Freight

Operators

Network Rail (High Speed) Ltd

Eurostar

Southeastern

DB Cargo UK

Future operations and intentions

Deutsche Bahn

Veolia

Services to Bordeaux

Renfe

Getlink

Heuro

Evolyn and FS Group

Gemini Trains

Virgin Group

See also

References

Bibliography

Further reading

External links

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