That's correct - rather than being a brand and marketing name of the three national railways as it originally was, Eurostar is now an independent railway company with multi-national shareholders, the French being the majority as ajax103 states.Isn't Eurostar(UK) now Eurostar International and running as a completely separate stand-alone company or have I read something in a business magazine wrongly? (It's not unknown!)
Block markers on the TVM signalling system are the yellow triangle on a blue square sign - one of the pictures of the ICE entering the tunnel shows one of the these.Looks like a block marker for the in cab signalling - gives the driver something visual to stop at. Could be wrong though!
Due to arrive at 0255 on Tuesday, propelled into the station by the Eurotunnel rescue loco(s), which will then disappear back to the safety of ET land, departing at 0255 on Wednesday.What time will it be there from/to? I may well call in on the way home from work (from 5.30-6pm onwards).
Text from BBC news:
German train operator Deutsche Bahn says it will run direct services from London to Frankfurt and Amsterdam from 2013.
A train similar to the ones to be used will be displayed at London St Pancras station on Tuesday.
Three services will run daily, and will also serve Brussels, Cologne and Rotterdam.
DB must get approval for its trains from safety authorities before services can run but is confident of doing so.
At the moment the only passenger train services through the Channel Tunnel are run by Eurostar.
Deutsche Bahn argues that its move could be the start of a new phase for the Channel Tunnel, with other operators following its lead and offering more direct services from London to other countries”
But Eurotunnel - which sells tunnel access to train companies - says that overall there is still around 50% spare capacity.
The German company wants to run services direct between London and the continent three times a day.
Trains would leave London, travel to Brussels and then split.
One half of the train would go on to Amsterdam via Rotterdam, with the other half travelling to Frankfurt via Cologne.
The trains would be capable of travelling at 200mph.
It is expected the journey to Amsterdam would be around four hours, with Frankfurt around five hours away.
They would be modified to allow passengers to check travel and connecting services information at their destinations in real time.
But in order to be allowed to run services through the tunnel, Deutsche Bahn needs approval from the Channel Tunnel Intergovernmental Commission.
The operator needs to demonstrate to the commission that its trains are safe for use in the tunnel.
A German ICE high-speed train (white) crosses an Eurostar train before entering the Channel tunnel There are some differences between the Eurostar and Deutsche Bahn carriages
One step towards this was taken in the early hours of Sunday morning, when Deutsche Bahn carried out evacuation tests with one of its trains.
The company needs to show it can get passengers safely into the Channel Tunnel's service tunnel in the event of an emergency.
Passages to the service tunnel are placed every 375m, which means a 400m Eurostar train can position itself so passengers can get off either end and immediately access the escape route.
The ICE 3 trains are each 200m long and two of them would be joined together for the journey through the tunnel.
But unlike the Eurostar services, this joining means passengers cannot walk through carriages from one end of the train to the other.
Deutsche Bahn has been testing a variety of different scenarios to try to demonstrate that passengers can still get to the escape tunnels safely.
Another problem is that the current rules only allow for the train's traction to come from dedicated power cars at either end.
This is the set-up used by Eurostar.
But the new trains - which Eurostar has also ordered for its own services - have the power units spread out, with smaller motors positioned by the wheels along the train.
This has the advantage of freeing up more space for passengers but technically still needs approval from the authorities.
Deutsche Bahn argues that its move could be the start of a new phase for the Channel Tunnel, with other operators following its lead and offering more direct services from London to other countries.
Given a choice, I'd rather travel in an ICE than a traditional Eurostar train. Bigger, roomier interiors, better catering and you can sit behind the driver for a forward view.DB were handing out a leaflet this morning which confirms the split at Brussels.
Time quotes to Frankfurt is 5 hours. Competition to Brussels will be very interesting. Maybe they could introduce a class of service called...Leisure Select...
This post from the similar thread in the International Rail section says that it was propelled into the platform by one of the Eurotunnel rescue locos: http://www.railforums.co.uk/showpost.php?p=512337&postcount=92Did it get there under it's own power? The video of it pulling into the platform suggests it might have done unless it was being pushed in so the publicity shots wouldn't be ruined
How will this work at Brussels-Midi? The E* platforms (and associated passport controls, holding areas etc) are dead-end, and somewhat separate from the main station. Will passengers be able to leave/join the train at Brussels in both directions? Or could this in fact be a non-station-stop, just a stop for splitting the units?Competition to Brussels will be very interesting. Maybe they could introduce a class of service called...Leisure Select...