Proposed new Channel Tunnel services discussion

[Cloud Strife]

And what would neutral Switzerland think of UK Border Force on their terrritory?

Not a problem for Switzerland. French customs controls are already located within Geneva-Contravin, just as various other controls are located in Swiss territory, such as the French controls at Geneva-Cointrin Airport. This is really not an issue at all for them. Passport controls were also previously organised in those facilities by the Police aux Frontieres. As far as I know, Platforms 7/8 in Geneva-Contravin are still set up with the walkthrough corridors, which could easily be adapted to have French exit and UK entry passport control alongside the Swiss customs controls. You'd just have to have some agreement that Switzerland-UK passengers aren't entering the EU Customs area, which shouldn't be an issue. So, passengers would do something like this:

Swiss exit customs controls (and passport if wanted)
French exit passport controls
UK entry passport controls

Not insurmountable, especially as Swiss exit controls are very rare anyway. The PAF would handle the exit from Schengen, and UKBF would handle the entry to the UK.

In reverse, passengers would enter Schengen in St Pancras and the Swiss customs territory in Geneva, or they could remain on the platforms if they want to travel into France. The only issue would be EU entry customs controls, but this could be handled with random checks on the French platforms.

- Trains would have to run non-stop Geneva to London unless you built more special customs area on route

It's not a huge dealbreaker, as we've seen elsewhere.

The facilities at Basel SBB are hardly "dormant", they're not closed up. Also, UK Border Force can do on arrival checks for trains as well.

Yes, let's not forget that the Disney trains had French exit controls in Marne-la-Vallee and UK entry checks in London. It's very possible that a commercial operator might feel that it can work, it's not mandatory for UK Border Force to be present in Geneva or elsewhere.

The main point of those facilities is that there are platforms that can be isolated from the rest of the station, which is much harder at many other stations. No-one is pretending that no work, not least an agreement with the Swiss government, would be needed.

Theoretically, it shouldn't be too problematic to do in Basel SNCF. The French customs office could double up as an exit French control from Schengen, and there's enough space there for a UK entry control too.

 

[zwk500]

Today marks the 44th anniversary of the final Night Ferry and that worked perfectly fine before the EEC was even a thing. That even run to Basel for two winters in the late 1960s.

In 1980, how many destinations did Easyjet or Ryanair (or indeed any low-cost airline) serve?

 

[Cloud Strife]

In 1980, how many destinations did Easyjet or Ryanair (or indeed any low-cost airline) serve?

Actually, all things considered, there really wasn't a difference in terms of customs regulations between 1980 and 2024. The problems can be solved, it's just a matter of finding the right legal agreement to do so.

To be honest, the entire situation could be solved instantly by agreeing that Eurostar can carry out their own checks in St Pancras before passport control. They could then simply refuse passengers to proceed to passport control, returning them on the next train to France without issues. The entire problem is caused by the UK imposing excessive fines on carriers, when the UK really could be working with Eurostar to simply not allow those passengers entry to passport control in the first place.

 

[signed]

They could then simply refuse passengers to proceed to passport control, returning them on the next train to France without issues

That causes their own problems. If you do that in the UK, what tells you that France is going to admit them back. If they want to do those controls need to happen, like with airlines, before any border controls

 

[ivanhoe]

I wonder if it would be possible for 2 trains to be hooked up and then uncouple on route. For example, I've travelled a few times to Marseille via Lille Europe. The Marseille connection there is part of a two train service from Brussels, the other going to Strasbourg. They uncouple at Marnee La Vallee.
Would such thinking be possible, from St Pancras. Are platform lengths large enough? The Strasbourg connection could be extended into Switzerland and the Marseille connection could be extended to Nice

 

[StephenHunter]

In 1980, how many destinations did Easyjet or Ryanair (or indeed any low-cost airline) serve?

Those two didn't exist, but Laker Airways was about at that time. It folded two years later due to the recession.

== Doublepost prevention - post automatically merged: 19 Nov 2024 ==

I wonder if it would be possible for 2 trains to be hooked up and then uncouple on route. For example, I've travelled a few times to Marseille via Lille Europe. The Marseille connection there is part of a two train service from Brussels, the other going to Strasbourg. They uncouple at Marnee La Vallee.
Would such thinking be possible, from St Pancras. Are platform lengths large enough? The Strasbourg connection could be extended into Switzerland and the Marseille connection could be extended to Nice

2x8 carriages would be feasible, I think.

 

[Cloud Strife]

That causes their own problems. If you do that in the UK, what tells you that France is going to admit them back. If they want to do those controls need to happen, like with airlines, before any border controls

Then it could also be performed before departure, just as Ryanair currently do. Absolutely nothing stops Eurostar or anyone else from checking UK ETA data before departure.

 

[lkoroes]

quick update: https://www.telegraph.co.uk/busines...-plans-to-defend-its-channel-tunnel-monopoly/

Eurostar are apparently planning “alliances” with Lyria and DB to offer journeys to Germany and Switzerland. Presumably this will be some form of through ticketing with changes at Brussels or Paris, or just maybe Lille.

Edit to add: will be fun to see if the EU slaps this down for monopolistic anti-competitive practices

The "alliance" with DB exists insofar that one can book through tickets to London via db-international - and because it's the same company issuing them, you are covered for the whole journey with regards to passenger rights. I did London-Frankfurt back in June and had a delay that forced an overnight stay in Brussels - DB refunded 50% of the ICE fare and the hotel (eventually), E* rebooked me to a train the following morning. But these tickets cannot be upgraded or changed in any way as they are issued by DB.

 

[signed]

and because it's the same company issuing them, you are covered for the whole journey with regards to passenger rights

If you travel on ICE, you have the automatic HOTNAT guarantee, regardless where you bought it. But it may indeed not come with the hotel and other expenses.

== Doublepost prevention - post automatically merged: 19 Nov 2024 ==

Absolutely nothing stops Eurostar

Station layout would render that basically impossible at both Paris Nord and STP.

Paris Nord has only one booth for manual check-in basically and it's never used, if you needed to pass everyone + it's not Australia/NZ yet where all the OK TO BOARD are given at the check-in desk

Then it could also be performed before departure, just as Ryanair currently do.

Most major airports have litteral hundred of check-in counters, at least 5 at a time may be used to process a flight, Eurostar don't even have a notion of check-in, you just turn up and pass passport control.

 

[TheWierdOne]

Surely there must be a way for Eurostar to check entry eligibility in advance, and simply cancel bookings if anyone submits Advance Passenger Information that doesn’t prove they are able to enter the destination or flags them as barred from entry.

 

[RT4038]

Then it could also be performed before departure, just as Ryanair currently do. Absolutely nothing stops Eurostar or anyone else from checking UK ETA data before departure.

Correct, but then E* have to ensure that no unchecked passengers can get on the train by circumventing the controls or intermediately. They then have to convince UKBA that this is possible and that UKBA can then check arriving passengers at St. Pancras - provided they have enough space, and there is no chance of those arriving passengers getting mixed up with those coming from places where they have already passed through immigration (Paris, Brussels etc)

To be honest, the entire situation could be solved instantly by agreeing that Eurostar can carry out their own checks in St Pancras before passport control. They could then simply refuse passengers to proceed to passport control, returning them on the next train to France without issues. The entire problem is caused by the UK imposing excessive fines on carriers, when the UK really could be working with Eurostar to simply not allow those passengers entry to passport control in the first place.

No, the fines are not the problem. The problem is that there is no legal obligation for the country from whence an un or incorrectly documented person has arrived to take them back (unless they are a citizen of that country of course). Hence why airlines rigorously check such documentation before boarding at a foreign airport.

== Doublepost prevention - post automatically merged: 19 Nov 2024 ==

Surely there must be a way for Eurostar to check entry eligibility in advance, and simply cancel bookings if anyone submits Advance Passenger Information that doesn’t prove they are able to enter the destination or flags them as barred from entry.

How can they do that, and check that the documentation supplied corresponds with the person presenting themselves for travel, except via a check in/ boarding procedure?

 

[StephenHunter]

Most major airports have litteral hundred of check-in counters, at least 5 at a time may be used to process a flight, Eurostar don't even have a notion of check-in, you just turn up and pass passport control.

Eurostar has ticket barriers and check-in desks at St Pancras. STP, Nord and Bruxelles-Midi also have separate doors for boarding the two halves of the train; the passengers can be separated there and tickets checked to make sure people board the right half.

 

[Bald Rick]

Not insurmountable, especially as Swiss exit controls are very rare anyway.

Not sure about that. Since we left the EU I have had Swiss exit control every time I’ve flown out of Geneva airport, and have the stamps to prove it.

 

[signed]

Not sure about that. Since we left the EU I have had Swiss exit control every time I’ve flown out of Geneva airport, and have the stamps to prove it.

I presume they are talking about customs

 

[Cloud Strife]

Station layout would render that basically impossible at both Paris Nord and STP.

It's not impossible, you can just adjust the check-in machines to require biometric scans of identity documents, similar to what will happen with the EES. WIth joined up thinking, these machines can automatically reject anyone who doesn't have the ETIAS or ETA approval, so the problem is largely solved. Combine it with a requirement for the same identity document to be used for check-in as at passport control, and you've largely solved the issue.

Correct, but then E* have to ensure that no unchecked passengers can get on the train by circumventing the controls or intermediately. They then have to convince UKBA that this is possible and that UKBA can then check arriving passengers at St. Pancras - provided they have enough space, and there is no chance of those arriving passengers getting mixed up with those coming from places where they have already passed through immigration (Paris, Brussels etc)

The space is a problem at St Pancras, but it's not an insurmountable problem. In terms of ensuring that people aren't mixed up, you just need to close off the carriages, nothing more, just like many other transit trains. UKBF won't be bothered anyway, as there's no requirement to present passengers for inspection before transporting them to the UK. It's just the very heavy fines and possible further action that discourages airlines and Eurostar, nothing more.

Most major airports have litteral hundred of check-in counters, at least 5 at a time may be used to process a flight

Once the ETA comes in, it'll be a moot issue, they can be checked at check-in.

Surely there must be a way for Eurostar to check entry eligibility in advance, and simply cancel bookings if anyone submits Advance Passenger Information that doesn’t prove they are able to enter the destination or flags them as barred from entry.

Easiest way to do it: scan your ticket and identity document on entry to the Eurostar area. The ticket is already linked to your passenger data, so the biometric identity check simply confirms that your data matches what you've provided to Eurostar. Let's give an example at Geneva:

- Eurostar check-in machines. Passengers scan their ticket and their biometric identity document, which grants them access to the passageway to platforms 7 and 8. They cannot access the area without a valid UK ETA in place. The ETA is also checked as part of API.
- Swiss exit customs controls (which can be just a desk, these checks are rare)
- Schengen exit checks by France, which also confirm that the passenger has already checked in. With the double biometric check at check-in and by the French exit Schengen control, it's very unlikely that a fake passenger would get that far.
- Board train
- UK entry passport controls and customs at STP.

The passenger will have been verified twice before departure by both Eurostar and the French PAF. Combine this with UK e-gates in STP, and you've got three separate biometric checks to confirm a passenger's identity. UKBF would be more than happy with this arrangement, and it could easily be agreed with France that they will refuse exit to anyone who fails the checks at their exit controls as they're Switzerland's problem anyway.

 

[RT4038]

The space is a problem at St Pancras, but it's not an insurmountable problem. In terms of ensuring that people aren't mixed up, you just need to close off the carriages, nothing more, just like many other transit trains. UKBF won't be bothered anyway, as there's no requirement to present passengers for inspection before transporting them to the UK. It's just the very heavy fines and possible further action that discourages airlines and Eurostar, nothing more.

No, I meant mixing on arrival at St Pancras. You couldn't have a mixture of passengers already checked by UKBF (i.e. from Paris or Brussels) and passengers who required checking because they hadn't (i.e. close arrivals of trains on adjacent platforms) The heavy fines and possible further action (like closing your operation) 'discourages' operators from not meticulously checking immigration eligibility before boarding. Correct, and nothing wrong with that. I suggest that the UKBF will always be 'bothered' as to operator procedures; they will not accept any which are not to their satisfaction (i.e. not pretty watertight)

 

[StephenHunter]

No, I meant mixing on arrival at St Pancras. You couldn't have a mixture of passengers already checked by UKBF (i.e. from Paris or Brussels) and passengers who required checking because they hadn't (i.e. close arrivals of trains on adjacent platforms) The heavy fines and possible further action (like closing your operation) 'discourages' operators from not meticulously checking immigration eligibility before boarding. Correct, and nothing wrong with that.

Simple. Put the trains on different island platforms or keep the doors shut on one until the other is cleared.

 

[zwk500]

No, I meant mixing on arrival at St Pancras. You couldn't have a mixture of passengers already checked by UKBF (i.e. from Paris or Brussels) and passengers who required checking because they hadn't (i.e. close arrivals of trains on adjacent platforms) The heavy fines and possible further action (like closing your operation) 'discourages' operators from not meticulously checking immigration eligibility before boarding. Correct, and nothing wrong with that. I suggest that the UKBF will always be 'bothered' as to operator procedures; they will not accept any which are not to their satisfaction (i.e. not pretty watertight)

Tbf that already occurs with arrivals and departures - you can have a train being prepped in an adjacent platform, but the doors from the departure lounge aren't opened until the platform has been cleared.

 

[RT4038]

Simple. Put the trains on different island platforms or keep the doors shut on one until the other is cleared.

Yes, but I don't think any of the passengers would appreciate being shut in an already arrived train for this reason.

Tbf that already occurs with arrivals and departures - you can have a train being prepped in an adjacent platform, but the doors from the departure lounge aren't opened until the platform has been cleared.

Yes it does, but I have also arrived on to an island only minutes behind the preceding train, which was still emptying.

Obviously it can be done, but it introduces operational constraints which are undesirable and potentially costly in capacity

 

[TheWierdOne]

Dispute over London depot threatens plans to break Eurostar monopoly

Richard Branson’s Virgin Group is among challengers seeking to offer new rail service between UK and European mainland

www.ft.com

Plans by operators including Sir Richard Branson’s Virgin Group to launch new cross-Channel rail services that would rival Eurostar have been held up by a dispute over access to an east London rail depot. Evolyn, a Spanish-led consortium backed by the largest shareholder in Mobico, formerly known as National Express, is also one of several companies exploring new services linking the UK and mainland Europe, in what would be the most significant challenge yet to Eurostar’s 30-year monopoly. Virgin and Evolyn told an industry event at the Houses of Parliament on Tuesday that their plans to run high-speed trains from London to Paris and other European cities had been delayed because Eurostar had not agreed to allow access to its train maintenance depot in east London

Getlink, Evolyn and Virgin all appear to be rather unhappy with Eurostar for being obstructive. Only to be expected but indicates that Virgin and Evolyn are serious about starting up services

 

[30907]

Dispute over London depot threatens plans to break Eurostar monopoly

Richard Branson’s Virgin Group is among challengers seeking to offer new rail service between UK and European mainland

www.ft.com

Getlink, Evolyn and Virgin all appear to be rather unhappy with Eurostar for being obstructive. Only to be expected but indicates that Virgin and Evolyn are serious about starting up services

Could you supply a quote or summary for non-subscribers to FT?

 

[Wolfie]

The facilities at Basel SBB are hardly "dormant", they're not closed up. Also, UK Border Force can do on arrival checks for trains as well.

It is UK policy to do checks as far upstream as possible. On arrival checks would be directly contrary to that policy and would permit asylum claims at St Pancras.

I can say with reasonable authority, having retired from a different part of the Home Office earlier this year, that just isn't going to be permitted to happen.

== Doublepost prevention - post automatically merged: 21 Nov 2024 ==

Dispute over London depot threatens plans to break Eurostar monopoly

Richard Branson’s Virgin Group is among challengers seeking to offer new rail service between UK and European mainland

www.ft.com

Getlink, Evolyn and Virgin all appear to be rather unhappy with Eurostar for being obstructive. Only to be expected but indicates that Virgin and Evolyn are serious about starting up services

Why exactly should Eurostar facilitate competition against their own services?

== Doublepost prevention - post automatically merged: 21 Nov 2024 ==

However the main issue, as ever, is border control and the costs thereof. If we were in Schengen these services would exist now. We aren’t and for that reason these services are all extremely unlikely.

Spot on.

== Doublepost prevention - post automatically merged: 21 Nov 2024 ==

That causes their own problems. If you do that in the UK, what tells you that France is going to admit them back. If they want to do those controls need to happen, like with airlines, before any border controls

Absolutely, not to mention that any such passengers are hardly likely to return passively which brings all sorts of legal complications about which legislation/police applies.

== Doublepost prevention - post automatically merged: 21 Nov 2024 ==

Not sure about that. Since we left the EU I have had Swiss exit control every time I’ve flown out of Geneva airport, and have the stamps to prove it.

That's because Switzerland is in Schengen.

 

[Fragezeichnen]

Why exactly should Eurostar facilitate competition against their own services?

Temple Mills belongs to HS1. Eurostar is merely a tenant and part of the lease agreement is that they may have to to share with others if required.

The Temple Mills depot is leased by Eurostar and is the only place to park and maintain high-speed cross-Channel trains in the UK. Under UK rail regulations, any operator should be granted access if there is space.
Evolyn and Virgin Group have appealed to the Office of Rail and Road, the rail regulator, which is investigating whether there is capacity at the depot to handle more trains, to intervene.
“The incumbent has some vested interest in making the process complicated,” said ORR chief executive John Larkinson, who has the power to force Eurostar to provide access. “It needs to be a fair process and evidence-led.”

Edit:
I found the agreement for third party operators here

Only on successful demonstration of the compatibility of the Applicant’s rolling stock with the
track and facilities in TMI will the third stage of the CSPS be launched

On successful demonstration that the Applicant’s rolling stock is technically compliant with HS1 and
technically compatible with TMI, the next step is for TMI to review each service requested by the
Applicant and determine -
(a) how, if possible, each requested service may be feasibly delivered, including relevant safety
assessments and, where it may be required, the elements required in order to deliver the
service (including training and ongoing competency training, management, specific safety and
other requirements associated with each service etc.); and
(b) the price of each service which can be feasibly delivered.

So only after you spend tens of millions of pounds on trains and getting them approved for HS1/Tunnel, will Eurostar deign to start discuss with you if there is capacity at Temple Mills for the required servicing, and how much it would cost. That wouldn't give me much confidence if I was trying to start a new service!

 

[RT4038]

It is UK policy to do checks as far upstream as possible. On arrival checks would be directly contrary to that policy and would permit asylum claims at St Pancras.

I can say with reasonable authority, having retired from a different part of the Home Office earlier this year, that just isn't going to be permitted to happen.

I would think that most passengers arriving in the UK do so by completing 'On arrival' checks, with full Home Office blessing. I do not know of any foreign airport where UKBA officers are checking passports. Provided a rail operator is doing the same level of boarding checks, and the same level of security once those checks have been done, then I guess the Home Office should be just as happy as with airline arrivals.

Of course, what might be an issue is the Home Office not being convinced that conveying already (operator staff) checked passengers physically across foreign soil, and/or the 'sterile' areas at the boarding stations, is secure enough; and the space constraints at St Pancras to conduct arrival checks would need resolving.

 

[Wolfie]

I would think that most passengers arriving in the UK do so by completing 'On arrival' checks, with full Home Office blessing. I do not know of any foreign airport where UKBA officers are checking passports. Provided a rail operator is doing the same level of boarding checks, and the same level of security once those checks have been done, then I guess the Home Office should be just as happy as with airline arrivals.

Of course, what might be an issue is the Home Office not being convinced that conveying already (operator staff) checked passengers physically across foreign soil, and/or the 'sterile' areas at the boarding stations, is secure enough; and the space constraints at St Pancras to conduct arrival checks would need resolving.

One big difference is that there is no possibility of anyone uncleared joining a flight midair.....

 

[RT4038]

One big difference is that there is no possibility of anyone uncleared joining a flight midair.....

Quite, hence my second paragraph! And railway stations, or parts thereof, do not usually lend themselves very well to secure areas without expensive security costs - all very well where train services are frequent (such as Paris, Brussels etc) but not so financially practicable for one or two trains a day.

 

[signed]

But having on-arrival passeport control negates any time benefit that may come from the Eurostar (same idea as the US Preclearance in a way)

I can't imagine the queues to process 900+ people every hour with such low space as STP, it's already bad enough in Paris.

 

[Trainbike46]

So only after you spend tens of millions of pounds on trains and getting them approved for HS1/Tunnel, will Eurostar deign to start discuss with you if there is capacity at Temple Mills for the required servicing, and how much it would cost. That wouldn't give me much confidence if I was trying to start a new service!

Of course, a further complication could be if there are multiple potential new operators (as is the case now), but not space at the depot for all of them, which should get the available space at the depot

But having on-arrival passeport control negates any time benefit that may come from the Eurostar (same idea as the US Preclearance in a way)

I can't imagine the queues to process 900+ people every hour with such low space as STP, it's already bad enough in Paris.

One of the advantages of eurostar is how quick you can leave after arrival, having on-arrival checks would slow down journeys

 

[Cloud Strife]

No, I meant mixing on arrival at St Pancras. You couldn't have a mixture of passengers already checked by UKBF (i.e. from Paris or Brussels) and passengers who required checking because they hadn't (i.e. close arrivals of trains on adjacent platforms)

It's not an insurmountable obstacle, even at the space-constrained STP. If you look at the possibilities for expansion within St Pancras, one option could be to place a barrier halfway down the platform at the 'divide' between those who have already entered the UK (Brussels/Paris/etc) and those who haven't. Those who haven't would be directed to one set of escalators, while those who have would be directed to the other. It's easily enough done with large movable partitions, which are commonplace in Schengen airports where gates are switched between Schengen and non-Schengen.

Unloading a train shouldn't take more than 10 minutes or so in order to get everyone off the train and down the escalators, so then you've only got the issue of finding enough space to carry out the checks. Having said that, if we assume that the Geneva train will only have 4 carriages, then it's only what, 250 people or so?

I suggest that the UKBF will always be 'bothered' as to operator procedures; they will not accept any which are not to their satisfaction (i.e. not pretty watertight)

This is not entirely the problem, as UKBF already deal with many situations where passengers are only checked on arrival. It's only the Channel Tunnel and Dover where the juxtaposed controls operate, elsewhere, UKBF are relying partially on the exit checks of Schengen and partially on the operators to discourage people from travelling to the UK without the right documents. It's also worth stressing that UKBF were quite happy to allow for controls on arrival at Waterloo and St Pancras for Eurostar in the recent past, and the ETA should actually make easier, not more difficult.

It is UK policy to do checks as far upstream as possible. On arrival checks would be directly contrary to that policy and would permit asylum claims at St Pancras.

Not necessarily. There's already the UK-Belgium agreement where Belgium has agreed to readmit anyone who has avoided checks, which has pretty much ruled out applying for asylum claims at St Pancras. Furthermore, with the ETA, they'd have to have permission to travel to the UK in the first place, which pretty much rules out most asylum claims.

I do not know of any foreign airport where UKBA officers are checking passports. Provided a rail operator is doing the same level of boarding checks, and the same level of security once those checks have been done, then I guess the Home Office should be just as happy as with airline arrivals.

I think as long as there's a robust system in place for ensuring that the passengers travelling to the UK are who they say they are, then the issue is pretty much moot. With ETA checks being carried out at check-in and linking the Schengen exit checks to the check-in, it pretty much guarantees that Jim Wales is who he says he is. The UK already accepts that the vast majority of airline passengers are kosher, by the fact that the eGates are now in widespread use for most travellers to the UK.

Of course, what might be an issue is the Home Office not being convinced that conveying already (operator staff) checked passengers physically across foreign soil, and/or the 'sterile' areas at the boarding stations, is secure enough; and the space constraints at St Pancras to conduct arrival checks would need resolving.

Well, the Home Office already accepts that the trains are secure, what with the entry controls in far flung places like Avignon or the French Alps. You can also use technology here, such as by having cameras remotely controlled and operated by UKBF within the sterile areas, but this is really overkill. The space constraints at St Pancras are a more serious issue, but not completely insurmountable given that most passengers already use the eGates on arrival.

And railway stations, or parts thereof, do not usually lend themselves very well to secure areas without expensive security costs

Security doesn't have to be that complicated. It's enough to simply have movable barriers in stations where there is no infrastructure, combined with portable scanners.

 

[TheWierdOne]

More detail on the depot shenanigans here. Article pasted below

‘Turning point’ reached for potential new Channel Tunnel train operators

EUROPE: The rail industry has finally reached a 'turning point' which will facilitate the launch of new international passenger train operators competing with Eurostar on routes to the UK.

www.railwaygazette.com

Both Virgin and Evolyn emphasised their ambition to grow the market, rather than cannibalise Eurostar’s traffic. ‘Competition will be good for consumers’, said Whittingham, adding ‘we think we can get people out of planes’ for journeys of up to 4 h.

Access rights​

John Larkinson, CEO of UK regulator the Office of Rail & Road, elaborated on the complexities over who has access to what.

While London St Pancras International station is available to any train operator and its passengers, and Whittingham said Virgin believes there were ways to increase passenger handling capacity, it was initially unclear whether a new operator would be entitled to have access to things like the Premier lounge. It has since been confirmed that they would.

More significant are the complexities around access to the high speed train maintenance depot at Temple Mills in east London, which is leased by Eurostar. Larkinson said that if a new entrant cannot agree terms with Eurostar, than the regulator can require that access is provided. This would require ORR to gain a better understanding of the theoretical capacity of the depot when working efficiently; Larkinson said the process does not need to be cumbersome, but it does need to be ‘fair and robust’.

Capacity through the Channel Tunnel is not a problem. Getlink’s Leriche said the infrastructure was built to handle much more than the current traffic, which 30 years ago was predicted to now be double current levels.