Editing High Speed 1 (section)

== 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>

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.

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 of the United Kingdom|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.<ref name = bbchow />

The idea of using the North London line proved illusory, and it was rejected in 1994 by the then [[Secretary of State for Transport|Transport Secretary]], [[John MacGregor, Baron MacGregor of Pulham Market|John MacGregor]], as too difficult to construct and environmentally damaging.<ref>{{cite news |url=https://www.independent.co.uk/news/uk/politics/inside-parliament-eurosceptic-derides-white-elephant-line-1409211.html |title=Inside Parliament: Euro-sceptic derides 'white elephant' line |first=Stephen |last=Goodwin |date=21 January 1994 |newspaper=The Independent |access-date=1 August 2009 |location=London |archive-date=3 February 2012 |archive-url=https://web.archive.org/web/20120203010200/http://www.independent.co.uk/news/uk/politics/inside-parliament-eurosceptic-derides-white-elephant-line-1409211.html |url-status=live }}</ref> The idea of using St Pancras station as the core of the new terminus was retained, albeit now linked by {{convert|20|km|abbr=off}} of specially built tunnels to [[Dagenham]] via [[Stratford, London|Stratford]].<ref name=bbchow>{{cite news | url = http://news.bbc.co.uk/1/hi/uk/7082392.stm | title = How St Pancras was chosen | work = BBC News | date = 14 November 2007 | access-date = 19 November 2007 | first = Trevor | last = Timpson | archive-date = 28 October 2020 | archive-url = https://web.archive.org/web/20201028005527/http://news.bbc.co.uk/2/hi/uk_news/7082392.stm | url-status = live }}</ref>

[[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]].<ref>{{cite news|url=http://www.accessmylibrary.com/coms2/summary_0286-31944420_ITM |title=Britain's Channel Tunnel rail link (four contract contenders named) |date=1 September 1995 |work=Railway Age |publisher=accessmylibrary.com |access-date=1 August 2009 }}{{dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}} {{Subscription required}}</ref><ref>{{cite news |url=https://www.independent.co.uk/news/business/branson-in-last-round-of-rail-link-fight-1589794.html |title=Branson in last round of rail link fight |first=Christian |last=Wolmar |date=4 July 1995 |newspaper=The Independent |access-date=1 August 2009 |location=London |archive-date=5 July 2017 |archive-url=https://web.archive.org/web/20170705161909/http://www.independent.co.uk/news/business/branson-in-last-round-of-rail-link-fight-1589794.html |url-status=live }}</ref> 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.<ref>{{cite news|url=http://news.bbc.co.uk/1/hi/england/6144338.stm|title=High-speed rail link open in year|date=14 November 2006|work=BBC News|access-date=1 August 2009|archive-date=31 May 2009|archive-url=https://web.archive.org/web/20090531162332/http://news.bbc.co.uk/1/hi/england/6144338.stm|url-status=live}}</ref> Official legislation, documentation and line-side signage have continued to refer to "CTRL".