High Speed 1
High Speed 1 approaching theMedway Viaducts
Overview
Owner	UK Government under concession to:HICL Infrastructure, Equitix,National Pension Service (until 2040)
Locale	Greater London Essex Kent
Termini	London St Pancras International Channel Tunnel (UK portal)
Stations	4
Website	stpancras-highspeed.com
Service
Type	High-speed rail Heavy rail
System	National Rail
Operator(s)	DB Cargo UK,Eurostar,Southeastern
History
Opened	2003 (Section 1) 2007 (Section 2)
Technical
Line length	109.9 km (68.3 mi)
Number of tracks	Double track throughout
Track gauge	1,435 mm (4 ft 8+1⁄2 in)standard gauge
Loading gauge	UIC GC
Electrification	Overhead line, 25 kV 50 Hz AC
Operating speed	300 km/h (190 mph)
Signalling	TVM-430,KVB,AWS,TPWS
Route map (Click to expand)Show geographical map v t e Legend North London line toWest Coast Main Line Midland Main Line 0 km 0 mi London St Pancras International London King's Cross East Coast Main Line North London line London Tunnel 1 7.5 km 4.7 mi toLea Valley lines 9 km 6 mi Stratford International Temple Mills Eurostar Depot London Tunnel 2 10 km 6 mi London, Tilbury & Southend line toNorth London line 21 km 13 mi Ripple Lane freight connection Rainham viaduct 0.5 km 0.3 mi 27 km 17 mi Aveley viaduct overLT&S 1.0 km 0.6 mi 30 km 19 mi Thurrock viaductA282 1.2 km 0.7 mi 32 km 20 mi Thames Tunnel 2.5 km 1.6 mi 37 km 23 mi Ebbsfleet International North Kent Line Section 1 Section 2 boundary Chatham Main Line toLondon Waterloo 39 km 24 mi Fawkham Junction link line Singlewell passing loop and depot 50 km 31 mi Medway Viaduct 1.2 km 0.7 mi overChatham Main Line overMedway Valley line overRiver Medway 54 km 34 mi North Downs Tunnel 3.2 km 2 mi Lenham Heath passing loop 88 km 55 mi Ashfordcut and cover tunnel 1.5 km 0.9 mi Maidstone line South Eastern Main Line 90 km 56 mi Ashford International Marshlink line Ashford CTRL-DS Depot Ashford to Ramsgate line 91 km 57 mi Ashford Flyover 1.5 km 0.9 mi South Eastern Main Line 106 km 66 mi Dollands Moor Freight Yard M20 motorway 108 km 67 mi High Speed 1 /Network Rail Getlink Cheriton Shuttle Terminal 110 km 68 mi Channel Tunnel to France &LGV Nord Show route diagram

High Speed 1 (HS1), officially theChannel Tunnel Rail Link (CTRL), is a 109.9-kilometre (68.3-mile)high-speed railway linkingLondon with theChannel Tunnel.

It is part of the line carrying international passenger traffic between the United Kingdom andmainland Europe; it also carries domestic passenger traffic to and from stations inKent and east London, and continental Europeanloading gauge freight traffic. From the Channel Tunnel, the line crosses theRiver Medway, and tunnels under theRiver Thames, terminating atLondon 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 300 km/h (190 mph) on HS1.^[2][3][4] There are intermediate stations atStratford International in London,Ebbsfleet International in northernKent andAshford International in southern Kent.

International passenger services are provided byEurostar International, with journey times fromLondon St Pancras International toParis Gare du Nord in 2 hours 15 minutes, and London St Pancras International toBrussels South/Bruxelles-Midi/Brussel Zuid in 1 hour 51 minutes.^[5] As of November 2015^[update], Eurostar uses a fleet of 27Class 373/1 multi-system trains capable of 300 km/h (190 mph) and 320 km/h (200 mph)Class 374 trains. Domestic high-speed commuter services serving intermediate stations and beyond began on 13 December 2009. The fleet of 29Class 395 passenger trains reach speeds of 225 km/h (140 mph).^[6]DB Cargo UK run freight services on High Speed 1 using adaptedClass 92 locomotives, enabling flat wagons carrying continental-sizeswap 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 theBritish Construction Industry Awards.^[9] The line was transferred to government ownership in 2009, with a 30-year concession for its operation awarded to a consortium ofBorealis Infrastructure (part of Ontario Municipal Employees Retirement System) andOntario Teachers' Pension Plan in November 2010.^[10]

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.^[11] This has enabledEurostar 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.^[12][13] In Britain, Eurostar trains had to run at a maximum of 160 km/h (100 mph) on existing tracks betweenLondon Waterloo International and the Channel Tunnel.^[14] These tracks were shared with local traffic, limiting the number of services that could be run, and jeopardising reliability.^[15] The case for a high-speed line similar to the continental part of the route was recognised by policymakers,^[16] and the construction of the line was authorised by Parliament with theChannel Tunnel Rail Link Act 1996,^[17] which was amended by theChannel Tunnel Rail Link (Supplementary Provisions) Act 2008.^[18][19]

An early plan conceived byBritish Rail in the early 1970s for a route passing throughTonbridge 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 SirAlexander Cairncross; but in due course environment ministerAnthony Crosland announced that the project had been cancelled,^[20] 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 ofLondon King's Cross station. A late change in the plans, principally driven byDeputy Prime MinisterMichael Heseltine's desire forurban 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 underusedSt Pancras railway station as the terminus, with access via theNorth London Line that crosses the throat of the station.^[21]

The idea of using the North London line proved illusory, and it was rejected in 1994 by the thenTransport Secretary,John MacGregor, as too difficult to construct and environmentally damaging.^[22] The idea of using St Pancras station as the core of the new terminus was retained, albeit now linked by 20 kilometres (12 miles) of specially built tunnels toDagenham viaStratford.^[21]

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 theEurostar operation, Eurostar (UK). The original LCR consortium members wereNational Express,Virgin Group,SG Warburg & Co,Bechtel andLondon Electric.^[23][24] While the project was under development byBritish Rail it was managed byUnion Railways, which became a wholly owned subsidiary ofLCR. On 14 November 2006, LCR adoptedHigh Speed 1 as thebrand name for the completed railway.^[25] Official legislation, documentation and line-side signage have continued to refer to "CTRL".

As theChannel Tunnel Act 1987 made government funding for a Channel Tunnel rail link unlawful,^[26] 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,^[17] 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".^[27]

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.^[28] To reduce risk, the line was split into two separate phases,^[29] to be managed byUnion Railways (South) andUnion Railways (North). A recovery programme was agreed whereby LCR sold government-backedbonds 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 byRailtrack with an option to purchase section 2. In return, Railtrack was committed to operate the whole route as well asLondon St Pancras International, which, unlike all other former British Rail stations, had been transferred to LCR/Union Railways in 1996.^[30]

In 2001, Railtrack announced that because of its own financial problems, it would not undertake to purchase section 2,^[31][32][33] triggering a second restructuring.^[34] 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,^[35] its interest was sold back to LCR, which then sold the operating rights for the completed line toNetwork 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]} Amendments were made in 2001 for the new station atStratford International and connections to theWest Coast Main Line.

As a consequence of the restructuring, the LCR consortium in 2001 consisted of engineering consultants and construction firmsArup,Bechtel,Halcrow andSystra (which formRail Link Engineering (RLE)); transport operatorsNational Express andSNCF (which operates theEurostar (UK) share of the Eurostar service with theNational Railway Company of Belgium andBritish Airways), the electricity companyEDF andUBS.

There were several deaths of employees working on the CTRL over the construction period. One occurred on 28 March 2003 nearFolkestone when a worker came into contact with the energised power supply.^[36] Another death occurred two months later, in May 2003, when a scaffolder fell seven metres atThurrock,Essex.^[37] 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.^[37] Two more deaths resulted from a fire on board a train carrying wires, one mile (1.6 km) inside a tunnel under the Thames betweenSwanscombe,Kent, and Thurrock, Essex on 16 August 2005. The train shunter died at the scene^[38] and the train driver later died in hospital.^[39] 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.^[40]

On completion of section 1 by RLE, the line was handed over to Union Railways (South), which then handed it over toLondon & 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 SirAdrian Montague) had expressed an interest in buying out the present partners in the project.^[41] LCR shareholders rejected the proposal,^[42] and the government, which could effectively overrule shareholders' decisions as a result of LCR's reclassification as a state-owned body,^[43] decided that discussions with shareholders would not take place imminently, which effectively backed shareholders' views on the proposed takeover.^[42]

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.^[44] LCR's wholly owned subsidiary, HS1 Ltd, thus became the property of the Secretary of State for Transport.^[45] 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.^[46] The government announced on 5 November 2010 that a concession to operate the line for thirty years had been sold for £2.1 billion to a consortium of Canadian investors.^[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 theOffice of Rail & Road. At the end of thirty years, ownership of the assets will revert to the government.^[45]

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 FrenchLGV Est, a line built largely through near-flat fields (save for theSaverne Tunnel) and which terminates outside its urban centres (Vaires-sur-Marne forParis andVendenheim forStrasbourg) cost £22 million per mile.^[1] Its phase one was completed in 2007 and phase two in 2016.^[1]

See also: Geographic data related tothe geographical Route of HS1/CTRL atOpenStreetMap.

The high-speed railway operates as a "seven-day railway", with full availability on all days. Heavy maintenance is performed overnight.^{[48][49][50]: 21} As of 2008^[update], 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.^[50]: 6 A discounted rate of £4.00 per kilometre was made available for night-time-only railfreight operation until 31 March 2015.^[51]

Section 1 of the Channel Tunnel Rail Link, opened on 28 September 2003, is a 74 km (46-mile) section of high-speed track from the Channel Tunnel to Fawkham Junction in northKent with a maximum speed of 300 km/h (190 mph). Its completion cut the London–Paris journey time by around 21 minutes, to 2 hours 35 minutes. The line includes theMedway Viaduct, a 1.2 km (0.75-mile) bridge over theRiver Medway,^[52] and theNorth Downs Tunnel, a 3.2 km (2.0-mile) long, 12 m (39-foot) diametertunnel.^[53] In safety testing on the section prior to opening, a new UKrail speed record of 334.7 km/h (208 mph) was set.^[54] Much of the new line runs alongside theM2 andM20 motorways through Kent. After its completion, Eurostar trains continued to use suburban lines to enter London, arriving at Waterloo International.

Unlike mostLGV stations in France, the through tracks forAshford International station are off to one side rather than going through, partly because the station pre-dates the line.^[55] 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.^[56] The international platforms at Ashford are supplied with both overhead 25 kV AC and third-rail 750 V DC power, avoiding the need to switch power supplies. Within Ashford, the speed limit on High Speed 1 is 270 km/h (170 mph).

Section 2 of the project opened on 14 November 2007, and is a 39.4-kilometre (24.5-mile) stretch of track from the newly builtEbbsfleet station in Kent to London St Pancras. Completion of the section cut journey times by a further 20 minutes (London–Paris in 2 hours 15 minutes; London–Brussels in 1 hour 51 minutes). The route starts with a 3.1-kilometre (1.9-mile) tunnel which dives under theThames on the edge ofSwanscombe,^[57] then runs alongside theLondon, Tilbury and Southend line as far asDagenham, where it enters two long tunnels to reach St Pancras. The two tunnels (much of which is directly under theNorth London Line) are 10.1-kilometre (6.3-mile) and the 7.5-kilometre (4.7-mile) in length, split by a 1-kilometre (0.62-mile) stretch that runs close to the surface to serve Stratford International and theTemple Mills Depot.^[58][59] The new depot, to the north of Stratford, replaced theNorth Pole depot in the west of London.^[60] In testing, the first Eurostar train ran into St Pancras on 6 March 2007.^[61] All CTRL connections are fullygrade-separated.

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 normalLGV stations in France, the through tracks forAshford International railway station are off to one side rather than going through.^[55] The number of services was reduced after the opening of theEbbsfleet station. A high-speed domestic service operated bySoutheastern to London St Pancras began on 29 June 2009. Eurostar has not served the station since theCOVID-19 pandemic in 2020, and services will not return until at least 2025.^[62][63]

Ebbsfleet International railway station in the borough ofDartford,Kent is 10 mi (16 km) outside the eastern boundary ofGreater London and opened to the public on 19 November 2007.^[64] It became Eurostar's main station in Kent.^[65][66][67] Two of the platforms are designed for international passenger trains and four for high-speed domestic services.^[68] A high-speed domestic service operated bySoutheastern to London St Pancras began on 29 June 2009. Eurostar has not served the station since theCOVID-19 pandemic in 2020, and services will not return until at least 2025.^[62][63]

The terminus for the high-speed line in London isSt 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,^[69][70] with a new security-sealed terminal area for Eurostar trains to continental Europe.^[71] 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 domesticEast Midlands Trains and theSoutheastern high-speed services that run along High Speed 1 to Kent.^[72] New platforms on theThameslink line across London were built beneath the western margins of the station, and the station atKing's Cross Thameslink was closed.

A complex junction has been built north of St Pancras with connections to theEast Coast Main Line,North London Line (forWest Coast Main Line) andMidland 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 theThameslink route were also built in readiness for the forthcomingThameslink Programme.^[73]

Stratford International railway station was not part of the original government plans for the CTRL.^[74] Despite its name, no international services have ever called there.Completed in April 2006, it opened on 30 November 2009 when the domestic previewSoutheastern highspeed services started calling there.^[75] An extension of theDocklands Light Railway opened to Stratford International in August 2011.^[76] It forms part of the complex of railway stations for the main site where the2012 Summer Olympics were held.^[77]

Temple Mills Depot inLeyton is used for storage and servicing of Eurostar trains and off-peak berthing ofClass 395 Southeastern high-speed trains.

The railway is maintained fromSinglewell Infrastructure Maintenance Depot.^[78]

The construction work of the line was complex, and many contractors were involved in delivering them.^[79] The CTRL Section 2 construction works had caused considerable disruption around the Kings Cross area of London; in their wake redevelopment was stimulated.^[80][81] The large redevelopment area includes the run-down areas of post-industrial and ex-railway land close toKing's Cross and St Pancras, a conservation area with many listed buildings; this was promoted as one of the benefits for building the CTRL.^[82] It has been postulated that this development was actually suppressed by the construction project,^[83] and some affected districts were said still to be in a poor state in 2005.^[84]

Both track and signalling technology (TVM-430 +KVB) are based on or identical to the standards used on the FrenchLGV high-speed lines. The areas around St Pancras and Gare du Nord use colour light and KVB signalling^[85] 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 theSNCF-owned "Lucie" test car.^[86]

The track is1,435 mm (4 ft 8+1⁄2 in)standard gauge^[87] cleared to a larger modern European GCloading gauge^[87] enabling GC gauge freight as far as the yards atBarking.^[88][89] The line is electrified entirely usingoverhead lines with25 kV AC railway electrification.

After local protests,^[90][91] early plans were modified to put more of the route into tunnels up until a point approximately 2 kilometres (1.2 mi) from St Pancras. Previously the CTRL was planned to run on an elevated section alongside theNorth London Line on approach into the line's terminus. The twin tunnels bored under London were driven fromStratford westwards towards St Pancras, eastwards towardsDagenham and from Dagenham westwards to connect with the tunnel from Stratford. Thetunnel boring machines were 120 metres (394 ft) long and weighed 1,100 tonnes (1,083 long tons; 1,213 short tons). The depth of the tunnels varies from 24 to 50 metres (79 to 164 ft). The two London tunnels are 7.5 kilometres (4.7 mi) and 10.1 kilometres (6.3 mi) in length, split byStratford International station.^[58][59]

Other major tunnels along the route include a 3.1 km (1.93-mile) tunnel underneath the River Thames atThurrock in Essex^[57] and the 3.2 km (1.99-mile)North Downs Tunnel nearMaidstone in Kent.^[53]

Several major viaducts are present on the route, with three viaducts over 1,000 metres (3,300 ft) in length. TheMedway Viaduct takes the line over theRiver Medway adjacent to theM2 motorway,^[52] the Thurrock Viaduct takes the line under theA282 Dartford Crossing^[92] and the Ashford Viaduct takes the fast lines overAshford International station.^[56]

A four-kilometre (2.5 mi) connecting line providing access forWaterloo 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 theChatham Main Line at Fawkham Junction with a flat crossing. The retention ofEurostar services to Waterloo after the line to St Pancras opened was ruled out on cost grounds.^[93] 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,^[94][95] but can be used by Class 395 passenger trains.^[96]

International passenger services on this line are operated byEurostar, with maximum speed 300 km/h (190 mph), while domestic passenger services are operated bySoutheastern as far asAshford International, with maximum speed 225 km/h (140 mph).

High Speed 1 was built to allow eight trains per hour through to the Channel Tunnel.^[97] As of May 2014, Eurostar runs two to three trains per hour in each direction between London and the Channel Tunnel.^[98] Southeastern runs in the high peak eight trains per hour between London and Ebbsfleet, two of these continuing to Ashford.^[99] During the2012 Olympic Games, Southeastern provided theOlympic Javelin service with up to twelve trains per hour from Stratford into London.^[100]

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. Longpassing loops to hold freight trains while passenger trains overtake them were built at Lenham Heath and Singlewell.

Freight trains operated byEWS 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.^[101]

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 subsidiaryBorealis Infrastructure), andOntario Teachers' Pension Plan for £2.1 billion.^[47]At the time, UK pension investors had generally limited interest in such long-term, illiquid, 'infrastructure assets'.^[102]

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 includeHICL Infrastructure (35%), Equitix (35%) and South Korea'sNational Pension Service (30%), for an enterprise value of £3 billion.^[103][104]

The private operator does not hold thefreehold or rights to any of the associated land.^[105]

The railway is operated on anopen 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 asLondon 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]

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 ofNetwork 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 subsidiaryEuroporte 2 operates itsEurotunnel Class 0001 (Krupp/MaK 6400) rescue locomotives on the line when required.^[112]

Varioustrack recording trains run as necessary, including visits by theNew Measurement Train. On the night of 4/5 May 2011 theSNCF 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 100 km/h (62 mph) monitoring cycle already undertaken by SNCF International since December 2010 for Eurotunnel every two months.^[114][115]

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 withThalys.^[117] Eurostar trains are for international traffic only, passing along the high-speed line from LondonSt Pancras railway station to the Channel Tunnel, with the majority^[118] terminating at either ParisGare du Nord in France orBrussels-South railway station in Belgium.^[119][120] A Eurostar train was used to set a new Britishrail speed record of 334.7 km/h (208 mph) on 30 July 2003.^[121][122] Prior to the formation ofEurostar International Limited, the British component of the Eurostar grouping was owned byLondon & Continental Railways, which had also previously owned the High Speed 1 infrastructure.^[123]

The fastest regular-service Eurostar journeys on record are 2 hours, 3 minutes and 39 seconds from ParisGare du Nord toSt Pancras, set on 4 September 2007;^[124] and 1 hour 43 minutes fromBrusselsSouth toSt Pancras, set on 19 September 2007.^[125]

Class	Image	Type	Top speed		Num­ber	Routes operated	Built
			mph	km/h
Class 373 Eurostar e300		EMU	186	300	28	London–Paris London–Brussels London–Marne-la-Vallée – Chessy London–Bourg Saint Maurice London–Marseille Saint-Charles	1992–1996
Class 374 Eurostar e320		EMU	200	320	17	London–Paris London–Marne-la-Vallée – Chessy London–Amsterdam Centraal	2011–2018

Domestic high-speed services on High Speed 1 are operated bySoutheastern. Having been in planning since 2004,^[126] a preview service of theBritish Rail Class 395 trains, popularly known asJavelins, started in June 2009,^[68] and regular services began on 13 December 2009. The quickest journey time from Ashford to London St Pancras is 35 minutes,^[127] compared with 80 minutes 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 successful2012 Olympic Bid, promising a seven-minute journey time from theOlympic Park at Stratford to the London terminus at St Pancras.^[129]

Class	Image	Type	Top speed		Number	Routes operated	Built
			mph	km/h
Class 395		Electric multiple unit	140	225	29	London–Dover viaAshford International London–Ramsgate viaFaversham London–Margate viaAshford International	2007–2009

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 forclass 92 freight locomotives to run on the line.^[132] On 25 March 2011 for the first time a modified class 92 locomotive travelled fromDollands Moor to Singlewell using the TVM430 signalling system.^[133] A loaded container train ran for the first time on 27 May 2011, toNovara 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-sizedswap body containers has run between London and Poland using High Speed 1.

Class	Image	Type	Top speed		Number	Built	Notes
			mph	km/h
Class 92		Electric locomotive	87	140	46	1993–1996

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 ofICE 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 ofLondon & 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'sDepartment for Transport.^[143]

In 2009,Eurotunnel (the owners of the Channel Tunnel) announced that it was prepared to start relaxing thefire 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 200-metre trains. The Intergovernmental Commission currently requires trains to be 400 m long.^[146] 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.^[147] The current VelaroICE3 sets do not meet the fire safety requirements for passenger services through the tunnel, but theSiemens 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 toFrankfurt (5h from London),Rotterdam (3h) andAmsterdam (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-endETCS.^[155]

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

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 Pancras–Bordeaux St Jean train service.^[157]

The Spanish railway operator said in 2009 that it was interested in runningAVE services from Spain to London via Paris,^[158]Lyon, Barcelona, Madrid and Lisbon (using theMadrid–Barcelona high-speed rail line) once itsAVE network was connected to France via theBarcelona to Figueres andPerpignan 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 109 km rail line between the Channel tunnel and London.^[161]

In August 2018,Bloomberg Businessweek reported that Getlink is interested in setting up anOuigo-style low cost high speed rail service between London and Paris, travelling between the railway stations ofStratford International andCharles-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 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.^[163]

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 €600 million for the service.^[165] It plans to useZefiro V300 trains, similar to theFrecciarossa 1000.^[166]

Evolyn, led by the Cosmen family of Spain (the largest shareholder inMobico) 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 is looking to order 12 trains fromAlstom, depending on securing project financing and regulatory approval.^[168][169]

As of 2024, theVirgin 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 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.^[170][171]

Virgin and Evolyn remarked in November 2024 at an industry event in theHouses of Parliament, that Eurostar had not agreed access toTemple Mills depot. The companies have appealed to theORR to assess the available capacity^[172]

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