The Eurostars are in effect slightly improved TGV-type trainsets. First Eurostars were ordered in late 1989 to transport passengers between the capitals of U.K, France and Belgium. In addition to the 30 original trains sets another 8 were added later. There are two subtypes of the Eurostars: Eurostar "Capitals" is a length of two TGV sets (393 meters long) as the Eurostar "Regional" with it's 14 trailers is "just" 318 meters long. The latter is the maximum length fot the British platforms. Both types can seen just about anywhere along the super high speed lines in Western most Europe.

  Eurostar "Capitals"  Updated     
  Eurostar "Regional"  Updated    
  Future Eurostars and other Channel Tunnel trains  Updated     
  Fire in the Channel Tunnel September 11th 2008  NEW  

 Infrasturucture overview 
The original route for most of the Eurostar train sets was through then new Channel tunnel. The rail line between UK and the continental Europe has had several upgrades, which will be reviewed later. On the British side two impressive high speed rail route parts have been recently added to be used mainly by the super fast traffic. In the fall 2007 a new improved St Pancras station was opened for the use of growing international and domestic services. It will be interesting to see, if the British will next improve connections to feed the Eurostar trains via St Pancras, or will there be direct connections from elsewhere in the UK for the major European cities.   

On the French side the infrastructure has been in a good shape for over a decade. The norm is usually 300-360 km/h for the LGV's, up from 300 km/h, which will save additional minutes, and giving competitive edge against the airlines  even in the distance of 1000 km between the bigger cities, for the first time!   

  More on future Eurostars and other Channel Tunnel trains  Updated  

Eurostar "Capitals" is a train set of two powerful AC locomotives and two tgv-length units of trailers (18 trailers).  

Technical details  
-> Delivered to use: 1993-1995, estimated life span >30 years
-> Number of units: 28 in service currently (31 built?, uncorfirmed)  
-> Configuration: Power Car (Bo-Bo) + 2 x 9 trailer sets + PC
-> Capacity: 770 passengers in two class configuration
-> Operated by British operator, SNCF and SNCB under "Eurostar" brand
-> operations area: Around the high speed and traditional networks in Great Britain, France, Belgium and occasionally Switzerland (i.e. ski trains).

-> Unit length: 393,7 meters
-> Unit power: 12200 kW (16354 Hp), 6 powered bogies
-> Power to weight ratio (Hp): 21,74  on 25 kW power source
-> 31 tricurrent versions: 25kV 50-60 Hz AC/ 3000V DC/ 750V DC
      (some units have been adapted to the swiss 15kW system as well)
-> Operational max. speed: 300 km/h

-> Mass, metric tons: 753t net / 816 t gross
-> Wheel diameter: 920 mm
-> Coupler type: Scharfenberg for coupling with other Eurostar and most other TGV-types: TGV-Atlantique, TGV-Réseau and TGV-Duplex (running in multiple is limited by the platform length 400 meters being the maximum length in most places along the high speed networks)
-> Axle weight max: 17 tons  

-> heated, airconditioned and pressure controlled environment for the passengers and train service personnel. 
-> Currently the 28 active Eurostar Capitals units are beginning their midlife ovarhauls for both engines and trailers. All units should be upgraded by year 2014.  This should also boosth the reported low availability figure of just 94%.

Easy recognition guide

• yellow, black/dark blue and white livery (no toher TGV type train in the operating area has white on it)  
• rounder nose than on TGVs   
• a single train double the length of a usual TGV (18 trailers, Eurostar regional has 14,  TGV-A has 10, all other TGV-type units 8)
  
  

Eurostar "Regional" is a similar train set to "Capitals" but has only 14 trailers (instead of 18).   

Technical details  
-> Delivered to use: 1993-1995, estimated life span 30 years
-> Number of units: 8    
-> Configuration: Power Car (Bo-Bo) + 14 trailer set + PC
-> Capacity: 558 passengers in two class configuration
-> Operated by British operators, recently these unit have been on the long term lease for the SNCF due to the TGV shortage at the time of the opening for the LGV-POS (late 2007).
-> operations area: Around the high speed and traditional networks

-> Unit length: 318,9 meters
-> Unit power: 12200 kW (16354 Hp), 6 powered bogies
-> Power to weight ratio (Hp): 23,59  on 25 kW power source
-> ? tricurrent versions: 25kV 50-60 Hz AC, 3000V DC, 750V DC
-> Operational max. speed: 300 km/h

-> Mass, metric tons: 753t net / 816 t gross
-> Wheel diameter: 920 mm
-> Coupler type: Scharfenberg for coupling with other Eurostar and most other TGV-types: TGV-Atlantique, TGV-Réseau and TGV-Duplex (running in multiple is limited by the platform length 400 meters being the maximum length in most places along the high speed networks)
-> Axle weight max: 17 tons

-> heated, airconditioned and pressure controlled environment for the passengers and train service personnel  

-> No midlide overhaul expected curently

Easy recognition guide

• yellow, black/dark blue and white livery, some locos have been painted blue earlier.  
• rounder nose than on TGVs   
• a single train 1,5 times the length of a usual TGV: Eurostar Regional has 14 trailers, Eurostar Capitals 18,  TGV-A 10, all other TGV-type units 8.
  

Like the majority of other super high speed rail traffic, the Eurostars have recently had steadily growing number of passengers. While the original Eurostar Capitals and Eurostar Regional units have been enough to provide capacity so far, the situation will change with fast growing numbers of passengers between London and the continental large cities. The increase has been created with the opening of the latest high speed track sections on the great Britains side, as one of the frequent travellers commented: "it's only 20 minutes (to London) once you reach the U.K. edge of the Channel tunnel". Interestingly some of the units were on lease to SNCF still in late 2008 due to similar high demand causing problems within France.     
 
For the next generation of Eurostars it would seem wise to increase the maximum speed to that of the AGV and Velaro, that is 350-360 km/h. A triple or quadruple electrical systems would still be needed. Much restricted British general loading gauge might be an additional nuisance causing restrictions for the comfortable dimension inside the train, if the trains are to traffic outside the HST lines. The Velaro 350 or the AGV might be the train of choise for any operator on the  super high speed network around the Chunnel (the Channel tunnel).
 
The international passenger traffic will be opened between the European Union member countries. There is no exception for UK, France and Belgium to this rule. The starting of the competition might quickly bring trains like Virgin AGV's or trains from other strong British operators on the super high speed and high speed tracks. This would definitely be an attractive business area for many newcomers as well. The business seems quite lucrative for the moment if the airlines can offer their cheapest tickets at 1/4 of the price of the Eurostar...a demand to be filled sooner or later!  
 
Part of the expensive tickets can be explained on the expensive prices on the usage of the British HST1 & 2 between Channel tunnel and London as well as the Channel Tunnel slot charges; new super high speed lines need heavy investment to get everything started initially.