1. Eurostar Blaze 3 Tablet Price

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A typical Channel Tunnel cross section. A service tunnel lies in between the twin rail tunnels.The history of Eurostar can be traced to the 1986 choice of a rail tunnel to provide a cross-channel link between Britain and France. A previous attempt to construct a tunnel between the two nations had begun in 1974, but was quickly aborted. Construction began on a new basis in 1988. Was created to manage and own the tunnel, which was finished in 1993, the official opening taking place in May 1994.In addition to the tunnel's carrying cars and lorries between and, the decision to build a railway tunnel opened up the possibility of through passenger and freight train services between places further afield. And SNCF contracted with Eurotunnel to use half the tunnel's capacity for this purpose.

In 1987, Britain, France and Belgium set up an International Project Group to specify a train to provide an international high-speed passenger service through the tunnel. France had been operating high-speed TGV services since 1981, and had begun construction of a new high-speed line between Paris and the Channel Tunnel, LGV Nord; French TGV technology was chosen as the basis for the new trains. An order for 30 trainsets, to be manufactured in France but with some British and Belgian components, was placed in December 1989.

On 20 June 1993, the first Eurostar test train travelled through the tunnel to the UK. Various technical difficulties in running the new trains on British tracks were quickly overcome. Launch of service. Eurostar logo 1994–2011On 14 November 1994, Eurostar services began between station in London, Gare du Nord in Paris and Brussels-South railway station in Brussels. The train service started with a limited Discovery service; the full daily service started from 28 May 1995.In 1995, Eurostar was achieving an average end-to-end speed of 171.5 km/h (106.6 mph) between London and Paris.On 8 January 1996, Eurostar launched services from a second UK railway station when Ashford International was opened.On 23 September 2003, passenger services began running on the first completed section of High Speed 1. Following a high-profile glamorous opening ceremony and a large advertising campaign, on 14 November 2007, Eurostar services in London transferred from Waterloo to the extended and extensively refurbished. Further information: andThe original proposals for Eurostar included direct services to Paris and Brussels from cities north of London (NoL): via on the and on the and via,.

Seven shorter 'NoL' Eurostar trains for these services were built, but these services never ran. Predicted journey times of almost nine hours for Glasgow to Paris at the time of growth of during the 1990s made the plans commercially unviable against the cheaper and quicker airlines. Other reasons that have been suggested for these services having never been run were both government policies and the disruptive.Three of the Regional Eurostar units were leased by (GNER) to increase domestic services from to York and later. The leases ended in December 2005, and most of the NoL sets have since been transferred to SNCF for TGV services in northern France.An international sleeper train was also planned; this would have travelled the same routes as Regional Eurostar, plus the to.

These were also deemed commercially unviable, and the scheme was abandoned with no services ever operated. In 2000, the coaches were sold to in Canada. Ashford International station. Main article:Ashford International station was the original station for Eurostar services in Kent.Once Ebbsfleet International railway station, also designed to serve the region, had opened, only three trains a day to Paris and one to Disneyland Paris called at Ashford for a considerable amount of time.

There were fears that services at Ashford International might be further reduced or withdrawn altogether as Eurostar planned to make Ebbsfleet the new regional hub instead. However, after a period during which no Brussels trains served the station, to the dissatisfaction of the local communities, Eurostar re-introduced a single daily Ashford-Brussels service on 23 February 2009.

Rules for cycles on trains In 2015, Eurostar threatened to require that cyclists dismantle bicycles before they could be transported on trains. Following criticism from and cycling groups, Eurostar reversed the edict. Wi-Fi and onboard entertainment By March 2016, onboard entertainment was provided by, including Wi-Fi connectivity and up to 300 hours of movies and television kept on the train's servers and accessed using the passenger's own devices: mobile phones, tablets etc. A tracker app allows customers to see where they are.

Mainline routes. Networks of Major High Speed Rail Operators in Europe. Eurostar line network shown in brown.LGV Nord is a French 333-kilometre (207 mi)-long line that connects Paris to the Belgian border and the Channel Tunnel via.

It opened in 1993.Its extensions to Belgium and towards Paris, as well as connecting to the Channel Tunnel, have made LGV Nord a part of every Eurostar journey undertaken. A Belgian high-speed line, HSL 1, was added to the end of LGV Nord, at the Belgian border, in 1997. Of all French high-speed lines, LGV Nord sees the widest variety of high-speed rolling stock and is quite busy; a proposed cut-off bypassing Lille, which would reduce Eurostar journey times to Paris, is called.Channel Tunnel.

Main article:The Channel Tunnel is a crucial part of the route as it is the only rail connection between Great Britain and the European mainland. It joins LGV Nord in France with High Speed One in Britain. Eurostar passing on the Belgian classic lineUntil the opening on 2 June 1996, of the first phase of the Belgian high speed line, Eurostar trains were routed via the. The Eurostar routes still use the line as a diversion if engineering works are taking place on HSL1, depending where it is. The 06:13 from London St Pancras to Brussels still uses the line as a diversion to bypass the peak time disruptions on HSL1 due to the extra TGV services from Brussels for the commuters. After 2 June 1996, some Eurostars to Brussels were routed via the first phase of the Belgian High Speed line and the Belgian railway line 78 via. Although this line is still as a diversion if HSL1 is doing engineering, also depending where the maintenance is taking place.

Journey times between London and Brussels were improved when an 88-kilometre (55 mi) Belgian high-speed line, opened on 14 December 1997. It links with LGV Nord on the border with France, allowing Eurostar trains heading to Brussels to make the transition between the two without having to reduce speed. A further four-minute improvement for London–Brussels trains was achieved in December 2006, with the opening of the 435-metre (1,427 ft).

Linking the international platforms of Brussels-South railway station with the high-speed line, the viaduct separates Eurostar (and Thalys) from local services.High Speed 1. Main article:High Speed 1 (HS1), formerly known as the Channel Tunnel Rail Link (CTRL), is a 108-kilometre (67 mi) high-speed railway line running from London through to the British end of the Channel Tunnel.It was built in two stages. The first section between the tunnel and in north Kent opened in September 2003, cutting London–Paris journey times by 21 minutes to 2 hours 35 minutes, and London–Brussels to 2 hours 20 minutes. On 14 November 2007, commercial services began over the whole of the new HS1 line.

The redeveloped St Pancras International station became the new London for all Eurostar services.The completion of High Speed 1 has brought the British part of Eurostar's route up to the same standards as the French and Belgian high-speed lines. Non-stop journey times were reduced by a further 20 minutes to 2 hours 15 minutes for London–Paris and 1 hour 51 minutes for London–Brussels. Services Frequency. Eurostar departure information – BrusselsEurostar offers up to sixteen weekday London – Paris services (eighteen on Fridays) including ten non-stop (twelve on Fridays). Previously there were ten London–Lille and Brussels services, including five running non-stop as far as Lille, but this has now been reduced to seven each way. In addition, there is a return trip from London to for, which runs 5-6 times a week with increased frequency during school holidays, and an up-to-5-times-a-week service to Marseille via Lyon and Avignon. There are also seasonal services in the winter.

'Snow trains', aimed at skiers, to, and in the; these run twice-weekly, one overnight and one during the daytime. Intermediate stations are Ebbsfleet International in northwest Kent, Ashford International in southeast Kent, and and Lille-Europe in Nord-Pas-de-Calais.

In February 2018, Eurostar announced the start of its long planned service from London to Amsterdam, with an initial two trains per day from April of that year running between St Pancras. This launched as a one-way service, with return trains carrying passengers to Rotterdam and Brussels Midi/Zuid, making a 28-minute stop (which has not been deemed long enough to process UK-bound passengers) and then carrying different passengers from Brussels to London. Passengers travelling back must take services to Brussels Midi/Zuid where they can join the Eurostar. This is owing to the lack of facilities at Amsterdam Centraal and Rotterdam Centraal.Since 14 November 2007, all Eurostar trains have been routed via High Speed 1 to or from the redeveloped London terminus at St Pancras International, which at a cost of £800 million was extensively rebuilt and extended to cope with 394-metre (431 yd) long Eurostar trains.It had originally been intended to retain some Eurostar services at, but this was ruled out on cost grounds.Completion of High Speed 1 has increased the potential number of trains serving London.

Eurostar Blaze 3 Tablet Price

Separation of Eurostar from British domestic services through Kent meant that timetabling was no longer affected by peak-hour restrictions.Fares. Eurostar trains in the renovated train shed atEurostar's fares were significantly higher in its early years; the cheapest fare in 1994 was £99 return.In 2002, Eurostar was planning cheaper fares, an example of which was an offer of £50 day returns from London to Paris or Brussels.By March 2003, the cheapest fare from the UK was £59 return, available all year around.

In June 2009 it was announced that one-way single fares would be available at £31 at the cheapest. Eurostar market share and punctuality.Eurostar's punctuality has fluctuated from year to year, but usually remains over 90%; in the first quarter of 1999, 89% of services operated were on time, and in the second quarter it reached 92%. Eurostar's best punctuality record was 97.35%, between 16 and 22 August 2004. In 2006, it was 92.7%, and in 2007, 91.5% were on time. In the first quarter of 2009, 96% of Eurostar services were punctual, compared with rival air routes' 76%.An advantage held by Eurostar is the convenience and speed of the service: with shorter check-in times than at most airports and hence quicker boarding and less queueing and high punctuality, it takes less time to travel between central London and central Paris by high-speed rail than by air. Eurostar now has a dominant share of the combined rail–air market on its routes to Paris and Brussels.

In 2004, it had a 66% share of the London–Paris market, and a 59% share of the London–Brussels market. In 2007, it achieved record market shares of 71% for London–Paris and 65% for London–Brussels routes.Eurostar's passenger numbers initially failed to meet predictions. In 1996, forecast that passenger numbers would reach 21.4 million annually by 2004, but only 7.3 million was achieved. 82 million passengers used Waterloo International Station from its opening in 1994 to its closure in 2007.

2008 was a record year for Eurostar, with a 10.3% rise in passenger use, which was attributed to the use of High Speed 1 and the move to St Pancras. The following year, Eurostar saw an 11.5% fall in passenger numbers during the first three months of 2009, attributed to the and the.As a result of the poor economic conditions, Eurostar received state aid in May 2009 to cancel out some of the accumulated debt from the High Speed 1 construction programme. Later that year, during snowy conditions in the run-up to Christmas, thousands of passengers were left stranded as several trains broke down and many more were cancelled.

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 2006, the predicted that, by 2037, annual cross-channel passenger numbers would probably reach 16 million, considerably less optimistic than London and Continental Railways's original 1996 forecast. In 2007 Eurostar set a target of carrying 10 million passengers by 2010.The company cited several factors to support this objective, such as improved journey times, punctuality and station facilities. Passengers in general, it stated, are becoming increasingly aware of the environmental effects of air travel, and Eurostar services emit much less. And that its remaining carbon emissions are now, making its services. Further expansion of the high-speed rail network in Europe, such as the line between Belgium and the Netherlands, continues to bring more destinations within rail-competitive range, giving Eurostar the possibility of opening up new services in future.The following chart presents the estimated number of passengers annually transported by the Eurostar service since 1995, in millions.

Eurostars at Paris running late night servicesEurostar has been hailed as having set new standards in international rail travel and has won praise several times over, recognising its high standards. Eurostar won the award in the Rail Awards for 2005.

It was declared the Best Train Company in the joint / Travel Awards 2008. Eurostar had previously struggled with its reputation and brand image. One commentator had defined the situation at the time as:In June 2003, Eurostar was battling to recover from the worst period in its 10-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. The period post had sent the business into a downturn. 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.By 2008, Eurostar's environmental credentials had become highly developed and promoted. In 2006 Eurostar's Environment Group was set up, with the aim of making changes in the Eurostar services' daily running to decrease the environmental impact, the organisation setting itself a target of reducing carbon emissions per passenger journey by 25% by 2012.

Drivers are trained in techniques to achieve maximum energy efficiency, and lighting has been minimised; the provider of the bulk of the energy for the Channel Tunnel has been switched to nuclear power stations in France. This section needs to be updated. Please update this article to reflect recent events or newly available information. ( June 2014)Eurostar's current target is to reduce emissions by 35 percent per passenger journey by 2012, putting itself beyond the efforts of other railway companies in this field and thereby winning the 2007 Efficiency Award.In the grand opening ceremony of St Pancras International, one of the Eurostar trains was given the name 'Tread Lightly', said to symbolise their smaller impact on the environment compared to planes. Organisation. Further information:Since 2010, Eurostar is owned by Eurostar International Limited, a company jointly owned by (55%), (CDPQ) (30%), (10%) and (5%).

Railteam Eurostar is a member of, a marketing alliance formed in July 2007 of seven European operators.The alliance plans to allow tickets to be booked from one end of Europe to the other on a single website. In June 2009 London and Continental Railways, and the Eurostar UK operations they held ownership of, became fully by the UK government.

Class 373 and Class 374 at London St Pancras Fleet details ClassImageTypeTop speedCarriagesNumberUnit Nos.Routes operatedBuiltmphkm/h186300Two Class 373 locomotives with 18 Coaches between them28322308302324332-London -London -London -London -1992 - -374034-London -2011 - 2018In addition to its multiple unit fleet units, Eurostar operates a single diesel shunter as the pilot at. Current fleet Class 373. Main article:Built between 1992 and 1996, Eurostar's fleet consists of 38 trains, designated Class 373 in the United Kingdom and TGV TMST in France. The units have also been branded as the Eurostar e300 by Eurostar since 2015. There are two variants:. 31 'Inter-Capital' sets consisting of two and eighteen passenger carriages. These trains are 394 metres (1,293 ft) long and can carry 750 passengers: 206 in first class, 544 in standard class.

7 shorter 'North of London' sets which have two and fourteen passenger carriages and are 320 metres (1,050 ft) long. These sets have a capacity of 558 seats: 114 first class, 444 standard and which were designed to operate the aborted services.The trains are essentially modified sets, and can operate at up to 300 kilometres per hour (186 mph) on high-speed lines, and 160 kilometres per hour (99 mph) in the Channel Tunnel.

It is possible to exceed the 300-kilometre-per-hour speed limit, but only with special permission from the safety authorities in the respective country.Speed limits in the Channel Tunnel are dictated by air-resistance, energy (heat) dissipation and the need to fit in with other, slower trains. The trains were designed with Channel Tunnel safety in mind, and consist of two independent 'half-sets' each with its own power car. Interior of a Leisure Select Eurostar carriageIn 2004–2005 the 'Inter-Capital' sets still in daily use for international services were refurbished with a new interior designed by.The original grey-yellow scheme in Standard class and grey-red of First/Premium First were replaced with a grey-brown look in Standard and grey-burnt-orange in First class. Power points were added to seats in First class and coaches 5 and 14 in Standard class. Main article:In addition to the announced mid-life update of the existing Class 373 fleet, Eurostar in 2009 reportedly entered prequalification bids for eight new trainsets to be purchased.

Any new trains would need to meet the same safety rules governing passage through the Channel Tunnel as the existing Class 373 fleet. The replacement to the Class 373 trains has been decided jointly between the French Transport Ministry and the UK. The new trains will be equipped to use the new in-cab signalling system, due to be fitted to High Speed 1 around 2040. Main article:Although the original plan for Regional Eurostar services to destinations north of London was abandoned, the significantly improved journey times available since the opening of — which is physically connected to both the and the (for the ) 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.Simon Montague, Eurostar's Director of Communications, commented that: '.International services to the regions are only likely once High Speed 2 is built.'

Main article: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. Alternatively, future loans of the North of London sets to other operators would enable the trains to operate at their full speed, unlike previous loan between 2000 and 2005, where the trains were limited to 175 km/h (109 mph) on regular track.

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. LGV Picardie. Main article:LGV Picardie is a proposed high-speed line between Paris and Calais via.

By cutting off the corner of the LGV Nord at Lille, it would enable Eurostar trains to save 20 minutes on the journey between Paris and Calais, bringing the London–Paris journey time under 2 hours. In 2008 the French Government announced its future investment plans for new LGVs to be built up to 2020; LGV Picardie was not included but was listed as planned in the longer term. New destinations Operational difficulties with cross-border trains. 'We know we can go to most places in France physically, because our trains are compatible with French infrastructure, but then you've got to look at impact on fleet utilisation, you've got to have a station that's got the spare capacity to have a train stood for a number of hours, for all the security, screening, passport control passes. So it's not possible to go just anywhere. And you've got to be able to get the control authorities to agree that there's a big enough market for it to be worthwhile for them to set up there.' Richard Brown, Chief Executive of Eurostar.

Eurostar e300 trains, in their former livery atThe reduced journey times offered by the opening of High Speed 1 and the opening of the and bring more destinationswithin 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.At present Eurostar is concentrating on developing its connections with other services, but direct services to other destinations would be possible. With the new e320 rolling stock allowed Eurostar to enter the Netherlands and possibly Germany in future. In additional with every new country Eurostar enters there are security issues, due to the UK's not having signed up to the, which allows unrestricted movement across borders of member countries. For example on the current Amsterdam to London route it is only direct one way with people needing to get a train to Brussels to go through UK passport control.

With the direct connection subjects to talks between the UK and Dutch governments set to be compete in 2020 for services to start.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. Class 373 trains were designed as two half-sets, which when coupled form a complete train, enabling them to be split easily in the event of an emergency while in the tunnel, with the unaffected set able to be driven out. The half-train rule was finally abolished in May 2010.

However, the 'length rule', which states that passenger trains must be at least 375 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 200m long). French high-speed rail expansion Eurostar expansion At the same time as Pepy's announcement, announced that Eurostar's plans for expanding its network potentially included and as destinations, using the line.

This would require either equipment upgrades of the existing fleet, or a new fleet equipped for both and the domestic signalling systems used. Following the December 2009 opening of HSL Zuid, a London–Amsterdam journey is estimated to take 4 hr 16 min.In an interview with Eurostar's Chief Executive in the Financial Times in May 2012, an intention for Eurostar to serve ten new destinations was expressed, including, and, along with a likely second hub to be created in Brussels.In March 2016 in an interview with Bloomberg, Eurostar's Chief Executive expressed interest in operating a direct train service between London and Bordeaux, but not before 2019.

Journey time was said to be around four and a half hours using the new. Southern France In December 2012 Eurostar announced that on Saturdays during May 2013–June 2013 a new seasonal service would be introduced to, also serving and on the way (the latter being 6 kilometres (4 miles) from central Avignon). 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. The Aix-en-Provence services did not run in 2014 but was replaced along with the seasonal Avignon Centre services with the new year-round service to Lyon and Marseille as of 1 May 2015.In 2018, at least, direct services to Lyon, Avignon and Marseille ran only from May to September, with connections during the rest of the year being offered via Eurostar but requiring a change to SNCF trains in Paris or Lille. Travel time from London to Marseille was roughly 6.5 hours in 2018. Netherlands. The first Eurostar service from London after its arrival at Amsterdam Centraal, 4 April 2018In September 2013, Eurostar announced an agreement with the Government of Netherlands and NS, the Dutch railway company to start twice daily services between London and; the launch was initially planned for December 2016.

The service will use the newly bought Siemens Velaro trainsets and will also call at Brussels, and Rotterdam. The journey time will be around four hours.Initially, trains stop in Brussels for about half an hour to allow domestic passengers from Amsterdam and Rotterdam to leave and allow London bound passengers to board.

Eventually, Passengers for London from Amsterdam and Rotterdam will undertake all security checks before boarding and will be able to travel direct both ways. The trains 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.The journey from London to Amsterdam Centraal will take 3 hr 41 min and trains will call at Brussels Zuid/Midi and Rotterdam Centraal Station. From Amsterdam Centraal to London St Pancras, trains will take 4 hr 9 min to include the 28 minute stop at Brussels.

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 2014, Eurostar announced the service to Amsterdam would start in '2016-2017', and would include a stop at 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.The service was finally planned to start running on 4 April 2018, with fare prices starting at £35 for a single ticket. An 'inaugural train' from St Pancras International to Amsterdam via Rotterdam broke a speed record for the journey to Brussels (1hr 46mins) on 20 February 2018.

The first regular service to Amsterdam left St Pancras at 08:31 on 4 April 2018. Competition. Further information:In 2010, international rail travel was liberalised by new directives, designed to break up monopolies in order to encourage competition for services between countries.

This sparked interest among other companies in providing services in competition to Eurostar and new services to destinations beyond Paris and Brussels. The only rail carrier to formally propose and secure permission for such a service up to now is, which intends to run services between London and Germany and the Netherlands.

The sale of High Speed One by the British Government having effectively nationalised LCR in June 2009 is also likely to stimulate competition on the line.In March 2010, 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. Eurotunnel Chairman & Chief Executive Jacques Gounon said that he hoped the liberalisation of rules would allow entry into the market of competitors such as Deutsche Bahn. Sources at Eurotunnel suggested that Deutsche Bahn could have entered the market at the timetable change in December 2012. This, however, did not happen.In July 2010 Deutsche Bahn (DB) announced that it intended to make a test run with a high-speed ICE-3MF train through the Channel Tunnel in October 2010 in preparation for possible future operations. The trial ran on 19 October 2010 with a ICE train specially liveried with a British 'Union flag' decal.

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. At the St Pancras ceremony, DB revealed that it planned to operate from London to Frankfurt and Amsterdam (two of the biggest air travel markets in Europe), with trains 'splitting & joining' in Brussels. It hoped to begin these services in 2013 using ICE units, with three trains per day each way—morning, midday and afternoon. Initially the only calling points would be Rotterdam on the way to Amsterdam, and Cologne on the way to Frankfurt. Amsterdam and Cologne would be under four hours from London, Frankfurt around five hours.

DB decided to put this on hold mainly due to advance passport check requirements. DB had hoped that immigration checks could be done on board, but British authorities required immigration and security checks to be done at Lille Europe station, taking at least 30 minutes.In August 2010, announced its desire to eventually run high-speed trains from Italy to the United Kingdom, using its newly ordered high-speed trains. The trains will be delivered from 2013.

Ridership Cumulative ridership since 1994 has reached 190 million, 11 million passengers had used its international services during 2018, the highest ever, a 7% increase on the 103 million carried in 2017. See also.References. Brunhouse, Jay (1999). Traveling Europe's Trains. Pelican Publishing Company. Comfort, Nicholas (2007). The Channel Tunnel and its High Speed Links.

Oakwood Press. Grant, John (2008). The green marketing manifesto. John Wiley. Griffiths, Jeanne (1995).

London to Paris in Ten Minutes: The Eurostar Story. Images. Mitchell, Vic (1996).

Ashford: From Steam to Eurostar. Middleton Press. Parliament: House of Commons Transport Committee (2008). Delivering a Sustainable Railway. The Stationery Office. Penny, Charles (1996). Channel Tunnel Transport System.

Thomas Telford. Pielow, Simon (1997).

Ian Allan. Piggott, Reginald; Thompson, Matt (2012). Mile by Mile London to Paris: the entire railway journey by historic Golden Arrow and modern Eurostar mapped for the interested traveller. London: Aurum. Roza, Greg (2004).

The Incredible Story of Trains. Rosen Publishing. Sievert, Terri (2002).

The World's Fastest Trains. Capstone Press.

Whiteside, Thomas (1962). The Tunnel under the Channel.

Rupert Hart-Davis. Wilson, Jeremy; Spick, Jerome (1994). Eurotunnel – The Illustrated Journey. HarperCollins.External links Media related to at Wikimedia Commons.