FEATURE: EUROSTAR
in running trains, possibly from both Frankfurt and Amsterdam. The idea would be for one unit from each of these cities to link up at Brussels to continue the journey through the Tunnel to London, and similarly split apart on the return. This arrangement has the approval of the Channel Tunnel Safety Authority following a trial run next year, and open-access arrangements on the main routes in the EU mean that there is no barrier to DB running these trains. However, after initially suggesting services might start next year, they appear to have been postponed until 2015 at the earliest.
By then, a set of 10 new trains
ordered by Eurostar will be in service. These, controversially, are being built by Siemens, rather than the French company Alstom, and will start to come on stream at the end of next year. They will have a capacity of 900 seats each and will provide the impetus to ensure that Eurostar starts developing new routes.
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No decisions, however, have been made so far. Mary Walsh, Eurostar’s head of communications, says that: “The decision on routes will be made on a commercial basis.” She hinted that Amsterdam, which in many ways seems an obvious next destination given its proximity and the construction of a high speed line between Brussels and the Netherlands’ biggest city, might not be Eurostar’s first choice although it has not been ruled out: “There’s a lot of low-cost airline competition on that route, which makes it very difficult for us. We will have to consider that very carefully when deciding where to go,” she says.
German destinations are, therefore, the most obvious choice, but only those that are reachable within a four-hour time frame as it is unlikely that business passengers will want to travel any longer than that. That makes Frankfurt, Düsseldorf and Cologne the most likely destinations.
Not only is Eurostar going to start operating new trains, but the existing fleet is being revamped, given that they are showing signs of wear and tear on entering their third decade. The coaches are being entirely stripped out at the SNCF carriage works at Hellemmes near Lille and will be given a new livery and wifi, which is now becoming a requirement for business – and indeed many leisure – travellers. The new trains and the new routes, and the impetus of competition from DB, could signal the real take-off for Eurostar. However, to realise fully its potential, Eurostar needs to galvanise the support of the Government and, in particular, the Borders Agency, as well as cutting deals with European train companies. For too long, Eurostar trains and the magnificent London terminus at St Pancras, have been under-utilised assets. Now there is the opportunity to give Britain much better rail connections with the Continent beyond Paris and Brussels.
Images: (Above left) Eurostar
(Above)
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