Editing High Speed 1

{{Short description|High-speed railway linking London with the Channel Tunnel}}
{{Redirect|HS1}}
{{Use dmy dates|date=May 2018}}
{{Use British English|date=January 2018}}
{{Good article}}
{{Infobox rail line
| name                            = High Speed 1
| logo                            = London St. Pancras Highspeed logo.svg
| logo_width                      = 170
| image                           = NashendenValley5490.JPG
| caption                         = High Speed 1 approaching the [[Medway Viaducts]]
| type                            = [[High-speed rail]]<br/>[[Heavy rail]]
| system                          = [[National Rail]]
| status                          = <!-- Operational -->
| locale                          = {{Unbulleted list | [[Greater London]] | [[Essex]] | [[Kent]] }}
| start                           = [[St Pancras railway station|London St Pancras International]]
| end                             = [[Channel Tunnel]] (UK portal)
| stations                        = 4
| open                            = {{plainlist|
*2003 (Section 1)
*2007 (Section 2)}}
| owner                           = [[Government of the United Kingdom|UK Government]]
<br />under concession to HS1 Limited (until 2040)
| operator                        = [[DB Cargo UK]], [[Eurostar]], [[Southeastern (train operating company)|Southeastern]]
| linelength_km                   = 109.9
| tracks                          = [[Double track]] throughout
| gauge                           = {{RailGauge|sg|allk=on}}
| load_gauge                      = [[Loading gauge#Continental Europe|UIC GC]]
| electrification                 = {{25 kV 50 Hz|conductor=overhead}}
| speed                           = {{cvt|300|km/h}}
| signalling                      = [[Transmission Voie-Machine|TVM-430]], [[Contrôle de vitesse par balises|KVB]], [[Automatic Warning System|AWS]], [[Train Protection & Warning System|TPWS]]
| website                         = {{Official URL}}
| map                             = {{switcher
| [[File:High Speed 1 CTRL.png|300px]]<br />([[:commons:File:High Speed 1 CTRL.png|Click to expand]])
| Show geographical map
| {{Channel Tunnel Rail Link|inline=y}}
| Show route diagram
}}
}}

'''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.

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> 
{{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>

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.<ref>{{cite book| author= Matthews, Roger | publisher = Routledge | location = London | year= 2003 | title= The archaeology of Mesopotamia: theories and approaches | page = 31 |isbn = 978-0-415-25317-8 |quote=The development of this new railway resulted in the largest archaeological project to date in the United Kingdom}}</ref> In 2002, the CTRL project was awarded the Major Project Award at the [[British Construction Industry Awards]].<ref>{{cite magazine | url=http://www.nce.co.uk/ctrl-team-scoops-bci-major-project-award/480980.article | magazine=[[New Civil Engineer]] | location=London | date=2 November 2006 | title=CTRL team scoops BCI Major Project Award | access-date=7 July 2009 | first=Andrew | last=Mylius | archive-date=5 December 2009 | archive-url=https://web.archive.org/web/20091205060302/http://www.nce.co.uk/ctrl-team-scoops-bci-major-project-award/480980.article | url-status=live }}</ref>

== 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".

== Project ==
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 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>

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]].

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>

== 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.<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> 

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>
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>

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>

== Building cost ==
The cost of construction was £6.84&nbsp;billion. At £51&nbsp;million per mile, this was higher than other projects in many other countries.<ref name=aecomatkins/> 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&nbsp;million per mile.<ref name=aecomatkins>{{Citation | author = Aecom and Atkins | title = First Interim Evaluation of the Impacts of High Speed 1 | url = https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/466084/first_interim_evaluation_hs1_main-report.pdf | access-date = 8 May 2019 | archive-date = 8 May 2019 | archive-url = https://web.archive.org/web/20190508155119/https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/466084/first_interim_evaluation_hs1_main-report.pdf | url-status = live }}</ref> Its phase one was completed in 2007 and phase two in 2016.<ref name=aecomatkins/>

== Route ==
[[File:High Speed 1.png|thumb|upright=0.75|HS1 within the United Kingdom, with the Channel Tunnel and LGV Nord also shown]]
[[File:Ctrl-testing-300kmh-Class-373-lab-car.jpg|thumb|right|Train 3313/3314 served as a laboratory train, reaching {{convert|300|km/h|mph|abbr=on|round=10}} during Section 1 testing in 2003]]
[[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}} 
{{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>

=== Section 1 ===
''Section 1'' of the Channel Tunnel Rail Link, opened on 28 September 2003, is a {{convert|74|km|mi|adj=on|abbr=in}} section of high-speed track from the Channel Tunnel to Fawkham Junction in north [[Kent]] with a maximum speed of {{convert|300|km/h|mph|abbr=on|round=10}}. Its completion cut the London–Paris journey time by around 21{{nbsp}}minutes, to 2{{nbsp}}hours 35{{nbsp}}minutes. The line includes the [[Medway Viaduct]], a {{convert|1.2|km|mi|abbr=in|adj=on}} bridge over the [[River Medway]],<ref name=":0" /> and the [[North Downs Tunnel]], a {{convert|3.2|km|mi|abbr=in|adj=on}} long, {{convert|12|m|abbr=in|adj=on}} diameter [[tunnel]].<ref name=":1" /> In safety testing on the section prior to opening, a new UK [[land speed record for railed vehicles|rail speed record]] of {{convert|334.7|km/h|0|abbr=on}} was set.<ref>{{cite web |url=http://www.eriksrailnews.com/archive/eurostar_ctrl_pr.html |access-date=12 April 2007 |title=Eurostar breaks high speed record |publisher=Erik's Rail News |date=30 July 2003 |archive-date=13 October 2008 |archive-url=https://web.archive.org/web/20081013043541/http://eriksrailnews.com/archive/eurostar_ctrl_pr.html |url-status=live }}</ref> Much of the new line runs alongside the [[M2 motorway (Great Britain)|M2]] and [[M20 motorway|M20]] motorways through Kent. After its completion, Eurostar trains continued to use suburban lines to enter London, arriving at Waterloo International.

Unlike most [[Lignes à Grande Vitesse|LGV]] stations in France, the through tracks for [[Ashford International railway station|Ashford International station]] are off to one side rather than going through, partly because the station pre-dates the line.<ref name="eurostar.com">{{cite press release | url = http://www.eurostar.com/UK/uk/leisure/about_eurostar/press_release/press_archive_2006/09_01_06_Eurostar_celebrates_10_years.jsp | publisher = Eurostar | title = Eurostar celebrates 10&nbsp;years at Ashford International | date = 9 January 2006 | access-date = 6 February 2016 | archive-url = https://web.archive.org/web/20120522090109/http://www.eurostar.com/UK/uk/leisure/about_eurostar/press_release/press_archive_2006/09_01_06_Eurostar_celebrates_10_years.jsp | archive-date = 22 May 2012 | url-status = dead | df = dmy-all }}</ref> 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.<ref name=":2" /> The international platforms at Ashford are supplied with both overhead 25{{nbsp}}kV{{nbsp}}[[alternating current|AC]] and third-rail 750{{nbsp}}V{{nbsp}}[[direct current|DC]] power, avoiding the need to switch power supplies. Within Ashford, the speed limit on High Speed 1 is {{convert|270|km/h|mph|abbr=on|round=10}}.

=== 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]].

== Stations ==
In geographic order:

=== St Pancras International ===
{{Main|St Pancras railway station}}

[[File:Eurostar trains at St Pancras.jpg|thumb|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&nbsp;Pancras International,<ref name="DOT">[http://www.whatdotheyknow.com/request/3099/response/6784/attach/html/3/080930%20FOI%20Response%20-%20Betts.doc.html Official name of the station according to the Department of Transport] {{Webarchive|url=https://web.archive.org/web/20110723091740/http://www.whatdotheyknow.com/request/3099/response/6784/attach/html/3/080930%20FOI%20Response%20-%20Betts.doc.html |date=23 July 2011 }}, released in response to a [[Freedom of Information Act 2000|Freedom of Information Act]] request at [[Whatdotheyknow.com]]. Retrieved 2 December 2008.</ref><ref name="Camden">[http://www.whatdotheyknow.com/request/3111/response/6783/attach/html/3/Response%20to%20RFI03544.pdf.html Official name of the station according to the London Borough of Camden] {{Webarchive|url=https://web.archive.org/web/20110723091719/http://www.whatdotheyknow.com/request/3111/response/6783/attach/html/3/Response%20to%20RFI03544.pdf.html |date=23 July 2011 }} released in response to a [[Freedom of Information Act 2000|Freedom of Information Act]] request at [[Whatdotheyknow.com]]. Retrieved 2 December 2008.</ref> with a new security-sealed terminal area for Eurostar trains to continental Europe.<ref>{{cite news |url=http://www.highbeam.com/doc/1G1-142935393.html | first = Ross | last = Lydall |title= Security at heart of St Pancras revamp |date= 7 March 2006 | newspaper = London Evening Standard }}{{dead link|date=February 2019|bot=medic}}{{cbignore|bot=medic}}</ref> 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 (train operating company)|Southeastern]] high-speed services that run along High Speed 1 to Kent.<ref name="mrfcr">{{cite news | title = From concept to reality | work = Modern Railways | publisher = Ian Allan | location = London| page = 51 |date=November 2007}}</ref> New platforms on the [[Thameslink (route)|Thameslink line]] across London were built beneath the western margins of the station, and the station at [[King's Cross Thameslink railway station|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, [[Canal Tunnels|tunnels connecting the East Coast Main Line]] to the [[Thameslink (route)|Thameslink route]] were also built in readiness for the forthcoming [[Thameslink Programme]].<ref>{{Cite web|url=http://www.thameslinkprogramme.co.uk/improvements/canal-tunnels|title=Canal Tunnels - Thameslink Programme|website=www.thameslinkprogramme.co.uk|language=en|access-date=15 January 2018|archive-date=16 January 2018|archive-url=https://web.archive.org/web/20180116084203/http://www.thameslinkprogramme.co.uk/improvements/canal-tunnels|url-status=live}}</ref>

=== Stratford International ===
{{Main|Stratford International railway station}}

[[Stratford International railway station]] was not part of the original government plans for the CTRL.<ref>{{cite news |url= https://www.independent.co.uk/news/uk/channel-rail-link-to-get-one-station-1386728.html |title= Channel rail link to get one station |first= Christian |last= Wolmar |newspaper= [[The Independent]] |date= 31 August 1994 |access-date= 1 August 2009 |location= London |archive-date= 2 February 2012 |archive-url= https://web.archive.org/web/20120202221451/http://www.independent.co.uk/news/uk/channel-rail-link-to-get-one-station-1386728.html |url-status= live }}</ref> 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 (train operating company 2006–2021)|Southeastern highspeed]] services started calling there.<ref>{{cite web|url=http://www.southeasternrailway.co.uk/highspeed/ |publisher=Southeastern |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> An extension of the [[Docklands Light Railway]] opened to Stratford International in August 2011.<ref>{{cite press release|url=http://www.tfl.gov.uk/corporate/media/newscentre/20862.aspx |title=Docklands Light Railway extension marks one year to go to the London 2012 Paralympic Games |access-date=31 August 2011 }}{{dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}}</ref> It forms part of the complex of railway stations for the main site where the [[2012 Summer Olympics]] were held.<ref>{{cite news |url=https://www.theguardian.com/uk/2005/feb/17/transport.Olympics2012 |title=Decision makers go underground to ride the route of new rail link |newspaper=The Guardian |first=Andrew |last=Clark |access-date=1 August 2009 |date=17 February 2005 |location=London |archive-date=29 August 2013 |archive-url=https://web.archive.org/web/20130829014631/http://www.theguardian.com/uk/2005/feb/17/transport.Olympics2012 |url-status=live }}</ref>

=== Ebbsfleet International ===
{{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" />

=== 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>

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

[[Temple Mills Depot]] in London [[Leyton]], roughly {{cvt|2|km}} northwest of Stratford International station, is used for storage and servicing of Eurostar trains and off-peak berthing of [[British Rail Class 395|Class 395]] Southeastern high-speed trains.

== Infrastructure ==
[[File:Ctrl-testing-Descending off the Ashford flyover.jpg|thumb|right|A high-speed tunnel and flyover take non-stopping trains past Ashford International at {{convert|270|km/h|mph|abbr=on}}]]
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>

=== 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>

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]]]]

=== Tunnels ===
After local protests,<ref>{{cite web |url=https://news.google.com/newspapers?id=L9ANAAAAIBAJ&pg=6778,3597181&dq=channel+tunnel+rail+line+protests&hl=en |title=Britons protest tunnel rail routes |work=[[Tampa Bay Times|St Petersburg Times]] |date=27 February 1989 }}{{Dead link|date=April 2022 |bot=InternetArchiveBot |fix-attempted=yes }}</ref><ref>{{cite news |url= https://money.cnn.com/magazines/fortune/fortune_archive/1989/11/20/72772/index.htm |title= Full Throttle towards a new era |quote= To put some steel into 1992, the Europeans are building a network of tunnels, bridges, and high speed railways |publisher= CNN |first= Shawn |last= Tully |date= 20 November 1989 |access-date= 3 August 2020 |archive-date= 23 November 2020 |archive-url= https://web.archive.org/web/20201123200026/https://money.cnn.com/magazines/fortune/fortune_archive/1989/11/20/72772/index.htm |url-status= live }}</ref> early plans were modified to put more of the route into tunnels up until a point approximately {{convert|2|km|mi}} 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, London|Stratford]] westwards towards St Pancras, eastwards towards [[Dagenham]] and from Dagenham westwards to connect with the tunnel from Stratford. The [[tunnel boring machine]]s were {{convert|120|m|ft|0}} long and weighed {{Convert|1100|t|4=0}}. The depth of the tunnels varies from {{convert|24|to|50|m|ft}}. The two London tunnels are {{Convert|7.5|km|mi}} and {{convert|10.1|km|mi}} in length, split by [[Stratford International station]].<ref name=":4">{{Cite web |date=May 2013 |title=HS1 Sectional Appendix |url=https://highspeed1.co.uk/media/3txaz5b5/sectional-appendix-to-the-hs1-rule-book-ref-c-02-os-05-2002.pdf |access-date=17 November 2021 |website=High Speed 1 |page=A10 |quote=LONDON TUNNEL 1 (7538m)}}</ref><ref name=":5">{{Cite web |date=May 2013 |title=HS1 Sectional Appendix |url=https://highspeed1.co.uk/media/3txaz5b5/sectional-appendix-to-the-hs1-rule-book-ref-c-02-os-05-2002.pdf |access-date=17 November 2021 |website=High Speed 1 |page=A12 |quote=LONDON TUNNEL 2 (10120m)}}</ref>

Other major tunnels along the route include a {{convert|3.1|km|mi|2|abbr=in|adj=on}} tunnel underneath the River Thames at [[Thurrock]] in Essex<ref name=":3">{{Cite web |date=May 2013 |title=HS1 Sectional Appendix |url=https://highspeed1.co.uk/media/3txaz5b5/sectional-appendix-to-the-hs1-rule-book-ref-c-02-os-05-2002.pdf |access-date=17 November 2021 |website=High Speed 1 |pages=A14 |quote=THAMES TUNNEL (3115m)}}</ref> and the {{convert|3.2|km|mi|2|abbr=in|adj=on}} [[North Downs Tunnel]] near [[Maidstone]] in Kent.<ref name=":1">{{Cite web |date=May 2013 |title=HS1 Sectional Appendix |url=https://highspeed1.co.uk/media/3txaz5b5/sectional-appendix-to-the-hs1-rule-book-ref-c-02-os-05-2002.pdf |access-date=6 January 2023 |website=High Speed 1 |page=A19 |quote=NORTH DOWNS TUNNEL (3199m)}}</ref>

=== Viaducts ===
Several major viaducts are present on the route, with three viaducts over {{Convert|1000|metres|ft}} in length. The [[Medway Viaducts|Medway Viaduct]] takes the line over the [[River Medway]] adjacent to the [[M2 motorway (Great Britain)|M2 motorway]],<ref name=":0">{{Cite web |date=May 2013 |title=HS1 Sectional Appendix |url=https://highspeed1.co.uk/media/3txaz5b5/sectional-appendix-to-the-hs1-rule-book-ref-c-02-os-05-2002.pdf |access-date=6 January 2023 |website=High Speed 1 |page=A18 |quote=Medway Viaduct (1261m)}}</ref> the Thurrock Viaduct takes the line under the [[A282|A282 Dartford Crossing]]<ref>{{Cite web |date=May 2013 |title=HS1 Sectional Appendix |url=https://highspeed1.co.uk/media/3txaz5b5/sectional-appendix-to-the-hs1-rule-book-ref-c-02-os-05-2002.pdf |access-date=6 January 2023 |website=High Speed 1 |page=A14 |quote=THURROCK Viaduct (1024m)}}</ref> and the Ashford Viaduct takes the fast lines over [[Ashford International railway station|Ashford International station]].<ref name=":2">{{Cite web |date=May 2013 |title=HS1 Sectional Appendix |url=https://highspeed1.co.uk/media/3txaz5b5/sectional-appendix-to-the-hs1-rule-book-ref-c-02-os-05-2002.pdf |access-date=6 January 2023 |website=High Speed 1 |page=A23 |quote=ASHFORD VIADUCT (1430m)}}</ref>

=== Connection line to Waterloo ===
A {{convert|4|km|adj=on|spell=in}} connecting line providing access for [[Waterloo International railway station|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.<ref>{{cite news | url=http://www.timesonline.co.uk/tol/news/uk/article2865114.ece | title=Five Waterloo platforms left in limbo by Eurostar pullout | newspaper=[[The Times]] | date=14 November 2007 | access-date=2 May 2009 | location=London | first=Ben | last=Webster | archive-date=5 August 2011 | archive-url=https://web.archive.org/web/20110805105319/http://www.timesonline.co.uk/tol/news/uk/article2865114.ece | url-status=dead }}</ref> 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,<ref name="transpancras">{{cite news |url=http://news.bbc.co.uk/1/hi/uk/7079915.stm |title=The transformation of St Pancras |work=BBC News |date=6 November 2007 |access-date=14 December 2007 |first=Nick |last=Higham |archive-date=10 January 2021 |archive-url=https://web.archive.org/web/20210110000828/http://news.bbc.co.uk/2/hi/uk_news/7079915.stm |url-status=live }}</ref><ref>{{cite news |url=https://www.telegraph.co.uk/travel/eurostar/738722/Eurostar-will-cross-London---in-15-hours.html |archive-url=https://archive.today/20120911192834/http://www.telegraph.co.uk/travel/eurostar/738722/Eurostar-will-cross-London---in-15-hours.html |url-status=dead |archive-date=11 September 2012 |title=Eurostar will cross London&nbsp;— in 15 hours | newspaper = The Daily Telegraph | location = London |last=Millward |first=David |date= 3 November 2007 | access-date=16 April 2009 }}</ref> but can be used by Class 395 passenger trains.<ref>{{cite AV media | people = Middleton, Peter (Producer) | year = 2009 | title = Eurostar: Brussels-Midi to London St Pancras International | url = http://www.video125.co.uk/acatalog/Eurostar_Brussels_to_London_St.Pancras.html | format = DVD | time = 1hr 29min 35sec | publisher = Video 125 Ltd |url-access=subscription 
}}</ref>

== 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}}.

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
 |url         = http://www.london2012.com/documents/oda-transport/tp-first-edition/tp-consultation-report.pdf
 |title       = Transport Plan for the London 2012 Olympic and Paralympic Games: Consultation report
 |page        = 94
 |publisher   = Olympic Delivery Authority
 |date        = October 2007
 |access-date  = 17 December 2008
 |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
}}</ref>

=== 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 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>

== 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>

=== Network Rail (High Speed) Ltd ===
[[File:High Speed 1 - geograph.org.uk - 1735870.jpg|thumb|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<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>

=== Eurostar ===
[[File:StroodCTRL2.JPG|thumb|right| A [[Eurostar]] train in the original livery passing [[Strood]], on approach to the Medway bridge]]
{{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 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>

{| class="wikitable"
|-
! rowspan="2" | Class
! rowspan="2" | Image
! rowspan="2" | Type
! colspan="2" | Top speed
! rowspan="2" | Num&shy;ber
! rowspan="2" |&nbsp;Routes operated&nbsp;
! rowspan="2" |&nbsp;Built&nbsp;
|-
! mph
! km/h
|-
|[[British Rail Class 373|Class 373 <br> ''Eurostar e300'']]
|[[Image:3015 at Calais Frethun.jpg|170px]]
|[[Electric Multiple Unit|EMU]]
|186
|300
|28
|{{plainlist|
*[[St Pancras railway station|London]]–[[Gare du Nord|Paris]]
*London–[[Brussels-South railway station|Brussels]]
*London–[[Marne la Vallée-Chessy railway station|Marne-la-Vallée&nbsp;– Chessy]]
*London–[[Bourg Saint Maurice]]
*London–[[Gare de Marseille-Saint-Charles|Marseille Saint-Charles]]}}
| 1992–1996
|-
|[[British Rail Class 374|Class 374 <br> ''Eurostar e320'']]
|[[File:Eurostar Class 374 on HS1.jpg|170px]]
|[[Electric Multiple Unit|EMU]]
|200
|320
|17
|{{plainlist|
*[[St Pancras railway station|London]]–[[Gare du Nord|Paris]]
*London–[[Marne la Vallée-Chessy railway station|Marne-la-Vallée&nbsp;– Chessy]]
*[[St Pancras railway station|London–]]{{stn|Amsterdam Centraal}}}}
| 2011–2018
|}

=== Southeastern ===
{{Main|Southeastern (train operating company)}}

[[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>
{| class="wikitable"
|----- bgcolor="#f9f9f9"
! rowspan="2" |&nbsp;Class&nbsp;
! rowspan="2" |Image
! rowspan="2" |&nbsp;Type&nbsp;
! colspan="2" |&nbsp;Top speed&nbsp;
! rowspan="2" |&nbsp;Number&nbsp;
! rowspan="2" |&nbsp;Routes operated&nbsp;
! rowspan="2" |&nbsp;Built&nbsp;
|----- bgcolor="#f9f9f9"
!&nbsp;mph&nbsp;
! km/h&nbsp;
|-
|[[British Rail Class 395|Class 395]]
|[[File:395018 London St Pancras.jpg|170px]]
|[[Electric multiple unit]]
|140
|225
|29
|{{plainlist|
*[[St Pancras railway station|London]]–[[Dover Priory railway station|Dover]] via [[Ashford International railway station|Ashford International]]
*[[St Pancras railway station|London]]–[[Ramsgate railway station|Ramsgate]] via [[Faversham railway station|Faversham]]
*[[St Pancras railway station|London]]–[[Margate railway station|Margate]] via [[Ashford International railway station|Ashford International]]}}
|2007–2009
|}

=== DB Cargo UK ===
{{Main|DB Cargo UK}}

[[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
 |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
 |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
 |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.

{| class="wikitable"
|----- bgcolor=#f9f9f9
! rowspan="2" |&nbsp;Class&nbsp;
! rowspan="2" |Image
! rowspan="2" |&nbsp;Type&nbsp;
! colspan="2" |&nbsp;Top speed&nbsp;
! rowspan="2" |&nbsp;Number&nbsp;
! rowspan="2" |&nbsp;Built&nbsp;
! rowspan="2" |&nbsp;Notes&nbsp;
|----- bgcolor=#f9f9f9
!&nbsp;mph&nbsp;
! km/h&nbsp;
|-
|[[British Rail Class 92|Class 92]]
|[[File:92027 George Eliot at Stafford.jpg|170px]]
|[[Electric locomotive]]
|87
|140
|46
|1993–1996
|
|}

=== Future operations and intentions ===
==== Deutsche Bahn ====
[[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>
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>

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 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 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>

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 [[European Train Control System|ETCS]].<ref>{{Cite news |date=13 January 2024 |title=Channel Tunnel: Deutsche Bahn keen on trains to London |url=https://www.dw.com/en/channel-tunnel-deutsche-bahn-keen-on-trains-to-london/a-67973093 |work=[[Deutsche Welle]]}}</ref>

==== Veolia ====
In 2009, [[Veolia|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.<ref>[http://www.breakingtravelnews.com/news/article/veoila-and-trenitalia-mount-rival-eurostar-service/ "Veoila and Trenitalia mount rival Eurostar service"] {{Webarchive|url=https://web.archive.org/web/20091227064737/http://www.breakingtravelnews.com/news/article/veoila-and-trenitalia-mount-rival-eurostar-service/ |date=27 December 2009 }}, ''Breaking Travel News'', 24 December 2009.</ref>

==== 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 Pancras{{ndash}}[[Gare de Bordeaux-Saint-Jean|Bordeaux St Jean]] train service.<ref>{{Cite web |date=6 March 2020 |title=SNCF wants London - Bordeaux by 2022 |url=https://www.railjournal.com/passenger/high-speed/sncf-london-bordeaux-2022/ |url-status=live |archive-url=https://web.archive.org/web/20200801152651/https://www.railjournal.com/passenger/high-speed/sncf-london-bordeaux-2022/ |archive-date=1 August 2020 |access-date=8 March 2020}}</ref>

==== Renfe ====
[[File:Talgo 350.jpg|thumb|Spanish AVE train]]
The Spanish railway operator said in 2009 that it was interested in running [[AVE]] services from Spain to London via Paris,<ref>{{cite news |url=https://www.bloomberg.com/news/articles/2011-03-25/deutsche-bahn-push-for-u-k-rail-supremacy-upset-by-failed-bids |work=Bloomberg |location=New York |title=Deutsche Bahn Push for U.K. Rail Supremacy Upset by Failed Bids |date=9 March 2010 |access-date=15 August 2021 |quote=Renfe said … it's looking for opportunities to expand … through the [Channel] tunnel. |archive-date=15 August 2021 |archive-url=https://web.archive.org/web/20210815041025/https://www.bloomberg.com/news/articles/2011-03-25/deutsche-bahn-push-for-u-k-rail-supremacy-upset-by-failed-bids |url-status=live }}</ref> [[Lyon]], Barcelona, Madrid and Lisbon (using the [[Madrid–Barcelona high-speed rail line]]) once its [[AVE]] network was connected to France via the [[Madrid–Barcelona high-speed rail line#Barcelona to Figueres|Barcelona to Figueres]] and [[LGV Perpignan–Figueres|Perpignan to Figueres lines]] in 2012.<ref>{{cite news | url=https://www.thetimes.com/travel/advice/rail-offers-london-to-madrid-in-eight-hours-bdz63gb5k59 | newspaper=[[The Times]] | location=London | title=Rail offers London to Madrid in eight hours | date=27 November 2009 | access-date=15 August 2021 | first=Graham | last=Keeley | archive-date=15 August 2021 | archive-url=https://web.archive.org/web/20210815040442/https://www.thetimes.co.uk/article/rail-offers-london-to-madrid-in-eight-hours-bdz63gb5k59 | url-status=live }}</ref>

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.”<ref name="High Speed">{{cite news |last1=Clinnick |first1=Richard |title=Renfe wants to operate trains to London |url=https://www.railjournal.com/passenger/high-speed/renfe-wants-to-operate-trains-to-london/ |access-date=27 October 2021 |publisher=International Rail Journal |date=26 October 2021 |ref=High Speed |archive-date=26 October 2021 |archive-url=https://web.archive.org/web/20211026180907/https://www.railjournal.com/passenger/high-speed/renfe-wants-to-operate-trains-to-london/ |url-status=live }}</ref> 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{{nbsp}}km rail line between the Channel tunnel and London.<ref>{{cite news |last1=Jones |first1=Sam |title=Spanish rail reveals plans for high-speed London to Paris link |url=https://www.theguardian.com/business/2021/oct/27/spanish-rail-reveals-plans-for-high-speed-london-to-paris-link |access-date=27 October 2021 |work=The Guardian |date=26 October 2021 |ref=Rail Industry |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027115615/https://www.theguardian.com/business/2021/oct/27/spanish-rail-reveals-plans-for-high-speed-london-to-paris-link |url-status=live }}</ref>

==== 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 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>

==== 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>

==== Evolyn and FS Group ====
Evolyn, led by the Cosmen family of Spain (the largest shareholder in [[Mobico Group|Mobico]]) and backed by British and French partners, planned to start non-stop services between London and Paris by 2025.<ref>{{Cite news |date=11 October 2023 |title=Evolyn to launch Paris – London trains in competition with Eurostar |url=https://www.railwaygazette.com/high-speed/evolyn-to-launch-paris-london-trains-in-competition-with-eurostar/65100.article |work=[[Railway Gazette International]]}}</ref> 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.<ref name=":6">{{Cite news |last=Gill |first=Oliver |date=2 June 2024 |title=Eurostar will have no competitors for at least four years |url=https://www.thetimes.com/business-money/companies/article/eurostar-english-channel-tunnel-operator-four-years-9bd9hr2q8 |work=[[The Times]]}}</ref> Evolyn reported to be looking to order 12 trains from [[Alstom]], depending on securing project financing and regulatory approval.<ref name=":6" /><ref>{{Cite news |date=13 November 2023 |title=13/10/2023 - Alstom statement on Evolyn Press Release issued on October 11 |url=https://www.alstom.com/press-releases-news/2023/10/13102023-alstom-statement-evolyn-press-release-issued-october-11 |work=[[Alstom]]}}</ref>

In April 2025, the [[Ferrovie dello Stato Italiane|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 <ref>{{Cite news |date=8 April 2025 |title=FS Group: plan to launch a new High-Speed link between London and Paris |url=https://www.fsitaliane.it/content/fsitaliane/en/media/press-releases/2025/4/8/fs-group-high-speed-london-paris.html |work=FS Group}}</ref>

==== 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>

==== 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>

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>

== See also ==
*[[High Speed 2]]
*[[Northern Powerhouse Rail]] (previously called High Speed 3)
*[[HS4Air]]
*[[High-speed rail in the United Kingdom]]
*[[Megaproject]]
*[[Rail transport in Great Britain|Rail transport in the United Kingdom]]
*[[Shortlands railway station]] (dive-under at Shortlands Junction built in conjunction with HS1)
*[[Transport in London]]
*[[UK Ultraspeed]]
*[[Crossings of the River Thames]]
*[[Tunnels underneath the River Thames]]

== References ==
{{Reflist}}

== Bibliography ==
{{Refbegin|40em}}
*{{cite book
|last=Young
|first=George
|author2=Alison Gorlov
|title=Channel Tunnel Rail Link
|year=1995
|publisher=Union Railways
}}
*{{cite book
|author=National Audit Office
|title=Department of the Environment, Transport and the Regions: The Channel Tunnel Rail Link
|year=2001
|publisher=The Stationery Office
|isbn=0-10-286801-8}}
*{{cite book
|author=National Audit Office
|title=Progress on the Channel Tunnel Rail Link
|year=2005
|publisher=The Stationery Office
|isbn=0-10-293343-X}}
*{{cite book
|last=Montagu
|first=Samuel
|author2=Department of Transport
|title=Channel Tunnel Rail Link
|year=1993
|publisher=HMSO
}}
*{{cite book
|last=Bertolini
|first=Luca
|author2=Tejo Spit
|title=Cities on rails: the redevelopment of railway station areas
|year=1998
|publisher=Taylor & Francis
|isbn=0-419-22760-1}}
{{Refend}}

== Further reading ==
{{Refbegin|40em}}
*{{cite book
|last=Pielow
|first=Simon
|title=Eurostar
|year=1997
|publisher=Ian Allan
|isbn=0-7110-2451-0}}
*{{cite book
|title= The Channel Tunnel Story|
last= Anderson |first= Graham |author2=Roskrow, Ben
|year= 1994
|publisher=E & F N Spon |location= London|isbn=0-419-19620-X}}
*{{cite book |author1=(([[European Commission]]. [[Directorate-General for Regional and Urban Policy|Directorate-General for Regional Policy and Cohesion]])) |title=The Regional Impact of the Channel Tunnel Throughout the Community |date=1996 |publisher=Office for Official Publications of the European Communities |isbn=978-92-826-8804-5 |url=https://books.google.com/books?id=cLNPAAAAMAAJ |location=Brussels, Belgium  |language=en |quote=Volume 21 of Foundations of Peace Regional Development Studies (Brussels, Belgium), 21 Volume 21 of Regional development studies - European Commission Issue 21 of Regional development studies, COMMISSION OF THE EUROPEAN COMMUNITIES. Regional policy and cohesion}}
*{{cite book
|last=Sievert
|first=Terri
|title=The World's Fastest Trains
|year=2002
|publisher=Capstone Press
|isbn=0-7368-1061-7}}
*{{cite book
|last=Griffiths
|first=Jeanne
|title=London to Paris in Ten Minutes: The Eurostar Story
|year=1995
|publisher=Images
|isbn=1-897817-47-9}}
*{{cite book
|last=Comfort
|first=Nicholas
|title=The Channel Tunnel and its High Speed Links
|year=2007
|publisher=Oakwood Press
|isbn=978-1-56554-854-1}}
*{{cite book
|author=Parliament: House of Commons Transport Committee
|title=Delivering a Sustainable Railway
|year=2008
|publisher=The Stationery Office
|isbn=978-0-215-52222-1}}
*{{cite book
|last=Mitchell
|first=Vic
|title=Ashford: From Steam to Eurostar
|year=1996
|publisher=Middleton Press
|isbn=1-873793-67-7}}
*{{cite magazine|title=Channel Tunnel route and terminals: BR reveals the possibilities|page=7|issue=84|date=September 1988|magazine=[[RAIL (magazine)|RAIL]]|publisher=EMAP National Publications|issn=0953-4563|oclc=49953699}}
*{{cite magazine|title=Preferred bidders announced for Channel Tunnel Rail Link contracts|magazine=[[RAIL (magazine)|RAIL]]|issue=323|publisher=EMAP Apex Publications|date=28 January – 10 February 1998|pages=10–11|issn=0953-4563|oclc=49953699}}
*{{cite magazine|title=Prescott starts CTRL construction - the first new main line in 99 years|magazine=[[RAIL (magazine)|RAIL]]|issue=342|publisher=EMAP Apex Publications|date=21 October – 3 November 1998|page=15|issn=0953-4563|oclc=49953699}}
{{Refend}}

== External links ==
{{Commons category}}
{{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]]}}
{{Eurostar navbox}}
{{Channel tunnel}}
{{High-speed railway lines}}
{{Main inter-regional railway lines in Great Britain}}
{{Railway lines in London}}
{{Railway lines in the East of England}}
{{Railway lines in South East England}}
{{Rail network infrastructure companies}}
{{Authority control}}

[[Category:High Speed 1| ]]
[[Category:Channel Tunnel]]
[[Category:Electric railways in the United Kingdom]]
[[Category:Eurostar]]
[[Category:High-speed railway lines in the United Kingdom]]
[[Category:Main inter-regional railway lines in Great Britain]]
[[Category:Public inquiries in the United Kingdom]]
[[Category:Rail transport in Kent]]
[[Category:Railway lines in South East England]]
[[Category:Railway lines in the East of England]]
[[Category:Railway lines in London]]
[[Category:Railway lines opened in 2003]]
[[Category:Railway lines opened in 2007]]
[[Category:Standard gauge railways in England]]
[[Category:Transport in Ashford, Kent]]
[[Category:Transport in the London Borough of Barking and Dagenham]]
[[Category:Transport in the London Borough of Camden]]
[[Category:Transport in the London Borough of Hackney]]
[[Category:Transport in the London Borough of Havering]]
[[Category:Transport in the London Borough of Islington]]
[[Category:Transport in the London Borough of Newham]]
[[Category:25 kV AC railway electrification]]