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First class on Eurostar is called Business Premier; benefits include guaranteed faster checking-in and meals served at-seat, as well as the improved furnishings and interior of Business Premier carriages.
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Without the operation of Regional Eurostar services using the North of London trainsets across the rest of Britain, Eurostar has developed its connections with other transport services instead, such as integrating effectively with traditional UK rail operators' schedules and routes, making it possible for passengers to use Eurostar as a quick connection to further destinations on the continent. Standard Eurostar tickets no longer include free onward connections to or from any other station in Belgium: Eurostar has announced several partnerships with other rail services, [87] most notably Thalys connections at Lille and Brussels for passengers to go beyond current Eurostar routes towards the Netherlands and Germany.
Both the British Government and the Schengen governments concerned Belgium and France have legal obligations to check the travel documents of those entering their respective countries as well as those leaving, in the case of Belgium and France. To allow passengers to walk off the train without arrival checks in most cases, juxtaposed controls ordinarily take place at the embarkation station. In order to comply with special UK legislation, [94] there are full security checks similar to those at airports, scanning both bags and people's pockets.
Security checks at Eurostar are comparable to those at a small airport and generally much quicker than at London Heathrow. Eurostar passengers travelling inside the Schengen Area Brussels—Lille or Brussels—Calais; Lille—Calais trips are not allowed to be performed by Eurostar pass through a separate corridor in Brussels bypassing border checks, and enter the preallocated cars of the train, which is reserved for these passengers. This arrangement was set up after numerous illegal immigrants entered the UK without the right to do so, by buying a ticket from Brussels to Lille or Calais but remaining on the train until London — an issue exacerbated by Belgian police threatening to arrest UK Border Agency staff at Brussels-Midi if they tried to prevent passengers whom they suspected of attempting to exploit this loophole from boarding Eurostar trains.
When the tripartite agreements were signed, the Belgian Government said that it had serious questions about the compatibility of this agreement with the Schengen Convention and the principle of free movement of people enshrined in various European Treaties. On the northbound Marseille-London train, there is no facility for security or passport checks at the southern French stations, so passengers must leave the train at Lille-Europe, taking all their belongings with them, and undergo security and border checks there before rejoining the train which waits at the station for just over an hour.
On several occasions, people have illegally tried to stow away on board the train, [] [] sometimes in large groups, [] trying to enter the UK; border monitoring and security is therefore extremely tight.
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An advantage held by Eurostar is the convenience and speed of the service: Eurostar now has a dominant share of the combined rail—air market on its routes to Paris and Brussels. Eurostar's passenger numbers initially failed to meet predictions. In , London and Continental Railways forecast that passenger numbers would reach As a result of the poor economic conditions, Eurostar received state aid in May to cancel out some of the accumulated debt from the High Speed 1 construction programme.
In an independent review commissioned by Eurostar, the company came in for serious criticism about its handling of the incident and lack of plans for such a scenario. In , the Department for Transport predicted that, by , annual cross-channel passenger numbers would probably reach 16 million, [] considerably less optimistic than London and Continental Railways's original forecast. Passengers in general, it stated, are becoming increasingly aware of the environmental effects of air travel, and Eurostar services emit much less carbon dioxide.
The following chart presents the estimated number of passengers annually transported by the Eurostar service since , in millions: Eurostar has been hailed as having set new standards in international rail travel and has won praise several times over, recognising its high standards. One commentator had defined the situation at the time as: In June , Eurostar was battling to recover from the worst period in its year history.
Negative media coverage combined with poor sales and the general public's low opinion of the British rail industry, created a major challenge Eurostar was finding it difficult to pick itself up from one of the worst periods in its decade-long history. Passenger numbers were drying up due to worries over international travel. Several management changes had led to a pause in strategy. Punctuality had suffered badly because of wider problems with the UK's rail infrastructure.
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By , Eurostar's environmental credentials had become highly developed and promoted. Eurostar's current target is to reduce emissions by 35 percent per passenger journey by , putting itself beyond the efforts of other railway companies in this field and thereby winning the Network Rail Efficiency Award. Eurostar is a member of Railteam , a marketing alliance formed in July of seven European high-speed rail operators. In addition to its multiple unit fleet units, Eurostar operates a single Class 08 diesel shunter as the pilot at Temple Mills depot.
The units have also been branded as the Eurostar e by Eurostar since There are two variants:. The trains were designed with Channel Tunnel safety in mind, and consist of two independent "half-sets" each with its own power car. The Eurostar logos have been removed from these sets, but the base colours of white, black, and yellow remain. SNCF's lease of the sets is scheduled to last until [ needs update ] , with an option for a further two years.
Each train has a unique four-digit number starting with "3" 3xxx. The second digit denotes the country of ownership:. In — the "Inter-Capital" sets still in daily use for international services were refurbished with a new interior designed by Philippe Starck. Power points were added to seats in First class and coaches 5 and 14 in Standard class.
Premium First class was renamed BusinessPremier. In , Eurostar announced that it would be carrying out a mid-life refurbishment of its Class trains to allow the fleet to remain in service beyond On 13 November Eurostar announced the first refurbished trains would not re-enter the fleet until the 3rd or 4th quarter of due to delays at the completion centre. In addition to the announced mid-life update of the existing Class fleet, Eurostar in reportedly entered prequalification bids for eight new trainsets to be purchased.
Total traction power will be rated at 16 MW. The nomination of Siemens would see it break into the French high-speed market for the first time, as all French and French subsidiary high-speed operators use TGV derivatives produced by Alstom. On 4 November , the company lodged a complaint with the European Commission over the tendering process, which then asked the British government for "clarification". On 13 November Eurostar announced the purchase of an additional seven es for delivery in the second half of At the same time, Eurostar announced the first five es from the original order of ten would be available by December , with the remaining five entering service by May Of the five sets ready by December , three of them were planned to be used on London-Paris and London-Brussels routes.
In , the chief executive of Eurostar, Richard Brown , suggested that existing Eurostar trains could be replaced by double-deck trains similar to the TGV Duplex units when they are withdrawn from service. A number of technical incidents have affected Eurostar services over the years, but up to the present [update] there has only been one major accident involving a service operated by Eurostar, a derailment in June Other incidents in the Channel Tunnel — such as the and Channel Tunnel fires — have affected Eurostar services but were not directly related to Eurostar's operations.
However, the breakdowns in the tunnel, which resulted in cessation of service and inconvenience to thousands of passengers, in the run-up to Christmas , proved a public-relations disaster. There have been several minor incidents with a few Eurostar services. In October there were teething problems relating to the start of operations. A signalling error that led to the incorrect routeing was stated to have caused "no risk" as a result.
On 11 April , a house collapsed next to a railway line near London which caused Eurostar services to have to terminate and start from Ashford International instead of London Waterloo. Passengers waiting at Waterloo International were initially directed on to local trains towards Ashford leaving from the adjacent London Waterloo East railway station , until overcrowding occurred at Ashford.
The trains stopped inside the tunnels due to electronic failures caused by snow and ice. Questions were raised at the time about the ability of the train and tunnel electronics to withstand the mix of snow, salt and ice which collect in the tunnels during periods of extreme cold. Fourteen people were treated for light injuries or shock, with no fatalities or major injuries.
The articulated nature of the trainset was credited with maintaining stability during the incident and all of the train stayed upright. The first departures from St Pancras on 14 November coincided with an open-ended strike by French rail unions as part of general strike actions over proposed public-sector pension reforms.
The trains were operated by uninvolved British employees and service was not interrupted. On 23 September an overhead power line dropped on to a Class train arriving at St Pancras station, activating a circuit breaker and delaying eleven other trains. During the December European snowfall , four Eurostar trains broke down inside the Channel Tunnel , after leaving France, and one in Kent on 18 December.
Although the trains had been winterised , the systems had not coped with the conditions. On 7 January a Brussels-London train broke down in the Channel Tunnel, [] resulting in three other trains failing to complete their journeys. On 15 February , services between Brussels and London were interrupted following the Halle train collision , this time after the dedicated HSL 1 lines in the suburbs of the Belgian capital were blocked by debris from a serious train crash on the suburban commuter lines alongside.
Brussels services resumed on a limited scale on 22 February.
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On 21 February the On 20 December , the Channel Tunnel was closed off for a day due to snowy weather. Eurostar Trains were suspended that day with thousands of passengers stranded in the run up to Christmas. On 17 October a man fell at approximately The line was handed back at Eurostar trains do not currently call at Stratford International , originally intended to be the London stop for the regional Eurostars. Although the original plan for Regional Eurostar services to destinations north of London was abandoned, [29] the significantly improved journey times available since the opening of High Speed 1 — which is physically connected to both the East Coast Main Line and the North London Line for the West Coast Main Line at St Pancras — and the recently increased maximum speeds on the West Coast Main Line may make potential Regional Eurostar services more commercially viable.
This would be even more likely if proposals are adopted for a new high-speed line from London to the north of Britain. International services to the regions are only likely once High Speed 2 is built. In the meantime, the closest equivalent to Regional Eurostar services are same-station connections with East Midlands Trains and Thameslink , changing at St Pancras.
Eurostar has already been involved in reviewing and publishing reports into High Speed 2 for the British Government [] and looks favourably upon such an undertaking. The operation of Regional Eurostar services will not be considered until such time as High Speed 2 has been completed.
A separate company called High Speed Two HS2 Ltd [] has been set up to investigate the feasibility and viability of a new line likely serving a similar route to the West Coast Main Line. In the French Government announced its future investment plans for new LGVs to be built up to ; LGV Picardie was not included but was listed as planned in the longer term.
Richard Brown, Chief Executive of Eurostar. The reduced journey times offered by the opening of High Speed 1 [61] and the opening of the LGV Est and HSL-Zuid bring more continental destinations [] within a range from London where rail is competitive with air travel. By Eurostar's estimates a train would then take 3 hours 30 minutes from London to Amsterdam. Signalling systems also differ. The difficulties that Eurostar faces in expanding its services would also be faced by any potential competitors to Eurostar. As the UK is outside the Schengen Agreement, London-bound trains must use platforms that are physically isolated, [] a constraint which other international operators such as Thalys do not face.
In addition, the British authorities are required to make passenger security and passport checks before they board the train, [] which might deter domestic passengers. Compounding the difficulties in providing a similar service are the Channel Tunnel safety rules, the major ones being the "half-train rule" and the "length rule". The "half-train rule" stipulated that passenger trains had to be able to split in the case of emergency. The half-train rule was finally abolished in May However, the "length rule", which states that passenger trains must be at least metres long with a through corridor to match the distance between the safety doors in the tunnel , was retained, preventing any potential operators from applying to run services with existing fleets the majority of both TGV and ICE trains are only m long.
Grand Paris would be linked with the European high speed network, to challenge London or Frankfurt. At the same time as Pepy's announcement, Richard Brown announced that Eurostar's plans for expanding its network potentially included Amsterdam and Rotterdam as destinations, using the HSL Zuid line.
This would require either equipment upgrades of the existing fleet, or a new fleet equipped for both ERTMS and the domestic signalling systems used by Nederlandse Spoorwegen. In an interview with Eurostar's Chief Executive Nicolas Petrovic in the Financial Times in May , an intention for Eurostar to serve ten new destinations was expressed, including Amsterdam , Frankfurt , Cologne , Lyon , Marseille and Geneva , along with a likely second hub to be created in Brussels.
In March in an interview with Bloomberg, Eurostar's Chief Executive expressed interest in operating a direct train service between London and Bordeaux, but not before This is in addition to the long-standing seasonal summer service on Saturdays during July and August and the first week of September travelling to Avignon Centre. In September , Eurostar announced an agreement with the Government of Netherlands and NS, the Dutch railway company to start twice daily services between London and Amsterdam Centraal ; the launch was initially planned for December The service will use the newly bought Siemens Velaro trainsets and will also call at Brussels, and Rotterdam.
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The journey time will be around four hours. Trains will stop in Brussels for half an hour for a security check. The train will also convey passengers from the Netherlands on journeys to Brussels who will not need to pass through security and they will be allocated half the train which will be kept separate from the London-bound passengers by locking the intermediate door. The Brussels-bound half of the train will be security swept on arrival at Brussels before Brussels-to-London passengers can board. Eurostar trains from London will also call at Antwerp Centraal and Schiphol Airport, although trains from Amsterdam will miss out Antwerp on the journey back to London.
In November , Eurostar announced the service to Amsterdam would start in "", and would include a stop at Schiphol Airport in addition to the previously announced destinations. Eurostar have indicated that the calling pattern 'is not set in stone' and if a business case supports it the service might be extended to additional cities such as Utrecht. In , international rail travel was liberalised by new European Union directives, designed to break up monopolies in order to encourage competition for services between countries.
The only rail carrier to formally propose and secure permission for such a service up to now is Deutsche Bahn , which intends to run services between London and Germany and the Netherlands. In March , it was announced that Eurotunnel was in discussions with the Intergovernment Commission, which oversees the tunnel, with the aim of amending elements of the safety code governing the tunnel's usage. Most saliently, the requirement that trains be able to split within the tunnel and each part of the train be driven out to opposite ends has been removed.
However, the proposal to allow shorter trains was not passed. Sources at Eurotunnel suggested that Deutsche Bahn could have entered the market at the timetable change in December The train was then put on display for the press at St Pancras International. However, this is not the class of train that would be used for the proposed service. It hoped to begin these services in using Class ICE units, with three trains per day each way—morning, midday and afternoon.
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