I thought they were ordering 5, surprised theyve ordered 10.
Eurostar orders 10 x 320 km/h Siemens Velaro D trains, 400m long, 900 pax, in service 2014
Eurostar orders 10 x 320 km/h Siemens Velaro trains, 400m long, 900+ pax, in service 2014
I was strolling across Kensington Gardens today when I came across a model of the new Eurostar 320 tains that Eurostar have ordered. The model is on display for today only, and is part of the press launch of the new model. The Siemens Velaros will travel at 320 km/h (compared to 300 km/h now), and will carry 900+ passengers (as opposed to 750 now). They will be the full 400m long, and will enter service from 2014. Paris will be just 2 hrs from London (2 hrs 15 mins now). Watch the video:
http://www.railwaygazette.com/nc/ne...der-as-eurostar-sets-sights-on-expansion.html
I was strolling across Kensington Gardens today when I came across a model of the new Eurostar 320 tains that Eurostar have ordered. The model is on display for today only, and is part of the press launch of the new model. The Siemens Velaros will travel at 320 km/h (compared to 300 km/h now), and will carry 900+ passengers (as opposed to 750 now). They will be the full 400m long, and will enter service from 2014. Paris will be just 2 hrs from London (2 hrs 15 mins now). Watch the video:
http://www.railwaygazette.com/nc/ne...der-as-eurostar-sets-sights-on-expansion.html
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"Video on demand"... Screens/Entertainment systems on the back of seats? with higher capacity and quicker times?
:banana::banana::banana:
http://www.bbc.co.uk/news/business-11493287
^ Some pictures of the trains and a mention that DB trains will run to Cologne and Frankfurt in 2012.
:banana::banana::banana:
http://www.bbc.co.uk/news/business-11493287
^ Some pictures of the trains and a mention that DB trains will run to Cologne and Frankfurt in 2012.
Is HS1 capable of handling trains going 320kph or is this just journalists doing back of the envelope calculations about possible journey times? I know the curve radius of the line was designed with 300kph in mind but I guess in testing they ran trains faster than that. I wonder how 320kph running would affect capacity on the line considering that domestic trains are only capable of 225kph.
Pity they couldn't have gotten trains that can run a bit faster than 320kph, as they are talking about a 400kph lines speed on HS2.
Pity they couldn't have gotten trains that can run a bit faster than 320kph, as they are talking about a 400kph lines speed on HS2.
I think the extra time is made up in acceleration - the current Eurostar trains have a lousy power:weight ratio.
Re HS1 - the alignment is optimised for 300kph (out of tunnel) and this needs to be tested at 300kph plus 10%. If they want to run at 320 this would need to be tested at 352kph (although it may not be economical from a train and track maintenence perspective). I presume the same applies to the LGV Norde-Europe. This may be changed with the LGV Picardie.Is HS1 capable of handling trains going 320kph or is this just journalists doing back of the envelope calculations about possible journey times? I know the curve radius of the line was designed with 300kph in mind but I guess in testing they ran trains faster than that. I wonder how 320kph running would affect capacity on the line considering that domestic trains are only capable of 225kph.
Pity they couldn't have gotten trains that can run a bit faster than 320kph, as they are talking about a 400kph lines speed on HS2.
Re selection of Velaro i think this is because it is an "off-the shelf" type purchase that can be delivered reasonably quickly. AGV is still in the testing phase and they will be delivering to Italy first and for their purpose is effectivly unavailable. Velaro D is a much more advanced train than the "old" TGV.
I am sure they will consider any future 400kph train when appropriate.
Excellent news. They're saying Amsterdam could be reached in 'under four hours' on the FT, but judging from this map they could surely do better?
http://upload.wikimedia.org/wikipedia/commons/9/9f/High_Speed_Railroad_Map_Europe_2009.gif
It's obviously not as direct, and the bit between Brussels and Antwerp still isn't HSR (are they going to upgrade that?), but it doesn't seem that much further than Paris. At 3h-3h30 it could definitely compete with air.
http://upload.wikimedia.org/wikipedia/commons/9/9f/High_Speed_Railroad_Map_Europe_2009.gif
It's obviously not as direct, and the bit between Brussels and Antwerp still isn't HSR (are they going to upgrade that?), but it doesn't seem that much further than Paris. At 3h-3h30 it could definitely compete with air.
I'd happily ride a train to Amsterdam. I could in theory drive to Luton and fly, but transfer times can vary depending on time of day and St Pancras to Centraal in 3.5 hours is very tempting.
I know it is early but I LOVE the livery design of this train and I hope it is the final look. UK Domestic rail companies could learn a lot from the livery.
I am not sure why they have slapped a yellow front on it though as I didn't think that would be a requirement for HS1. only thing I see it there for is because that is one of the eurostar corporate colors. I can't see DB painting the front of their HS trains yellow as it would look hideous along with the DB/Inter City design.
Is this new train built to European loading gauge? I know HS1 is built for it.
I am not sure why they have slapped a yellow front on it though as I didn't think that would be a requirement for HS1. only thing I see it there for is because that is one of the eurostar corporate colors. I can't see DB painting the front of their HS trains yellow as it would look hideous along with the DB/Inter City design.
Is this new train built to European loading gauge? I know HS1 is built for it.
Curve radius on LGV Nord is designed for 350km/h. Most LGVs after Atlantique were, as by that point the lack of future-proofing in the 270km/h Sud-Est design had become apparent and they didn't want to continue making that mistake. AFAIK Mediterranee, Nord, Est and much of Atlantique are aligned for 350.Re HS1 - the alignment is optimised for 300kph (out of tunnel) and this needs to be tested at 300kph plus 10%. If they want to run at 320 this would need to be tested at 352kph (although it may not be economical from a train and track maintenence perspective). I presume the same applies to the LGV Norde-Europe. This may be changed with the LGV Picardie.
I doubt much of HS1 will be OK for 320km/h, but as has been mentioned most of the improvement is likely to be due to the better acceleration.
Also the entire HS1 east of Ebbsfleet is aligned for 300km/h, including the tunnels. A misconception has crept in due to the London tunnels being limited to 240km/h (a sensible choice as all trains are stopping / starting anyway). TBH I'm not sure about the thames tunnel, this also seems to be 240km/h, and the alignment through Ebbfleet itself is quite tight for an HSL.
That is good to hear, given the traffic on the LGV Nord do you think they will up the speed to 350kph?
Shame about HS1 alingnment.
That is the major difficulty about long term development of the British High Speed System - getting services from North of London to the continent "through" London without undue time penalty but also allowing for a suitable London stop for economic reasons.
I do not think that Euston/St. Pancras is the answer to this. Perhaps Stratford if it can be developed in the Box? Otherwise the only solution would be a hugely expensive underground station... which i think we can all agree is not likely!
Shame about HS1 alingnment.
That is the major difficulty about long term development of the British High Speed System - getting services from North of London to the continent "through" London without undue time penalty but also allowing for a suitable London stop for economic reasons.
I do not think that Euston/St. Pancras is the answer to this. Perhaps Stratford if it can be developed in the Box? Otherwise the only solution would be a hugely expensive underground station... which i think we can all agree is not likely!
It's not very likely that Eurostar will ever go to Amsterdam; there are no plans to build an international part in the Amsterdam Central Station, with check-in and border control facilities like Paris and Brussels...
The security man at the Eurostar exhibition in Kensington Gardens said that they would run at 320 km/h on HS1, though of course he's hardly the most authoritative source!Is HS1 capable of handling trains going 320kph or is this just journalists doing back of the envelope calculations about possible journey times? I know the curve radius of the line was designed with 300kph in mind but I guess in testing they ran trains faster than that. I wonder how 320kph running would affect capacity on the line considering that domestic trains are only capable of 225kph.
I don't think DB are looking at building these at Cologne and Frankfurt. I think they're looking at other options, like checking on train or stopping at Lille/Calais for checks, or using the St Pancras facilities which are usually dormant instead.It's not very likely that Eurostar will ever go to Amsterdam; there are no plans to build an international part in the Amsterdam Central Station, with check-in and border control facilities like Paris and Brussels...
Also it might not be Amsterdam Centraal. I think they're looking at moving many of the long distance trains to Zuid - http://en.wikipedia.org/wiki/Amsterdam_Zuid
Or conversely Zuid may create capacity at Centraal, which is nostalgically one of Europe's grand symbolic terminals (albeit a bit ghetto now) and so would be a drawcard.
As an aside - does anyone think this thread could be merged with the DB one (which is now misleadingly titled) to create a Eurostar/DV/International rail thread - Channel Tunnel rail services, or something?
I suppose a big chunk of Business travellers now go to Zuid any way.I don't think DB are looking at building these at Cologne and Frankfurt. I think they're looking at other options, like checking on train or stopping at Lille/Calais for checks, or using the St Pancras facilities which are usually dormant instead.
Also it might not be Amsterdam Centraal. I think they're looking at moving many of the long distance trains to Zuid - http://en.wikipedia.org/wiki/Amsterdam_Zuid
Or conversely Zuid may create capacity at Centraal, which is nostalgically one of Europe's grand symbolic terminals (albeit a bit ghetto now) and so would be a drawcard.
As an aside - does anyone think this thread could be merged with the DB one (which is now misleadingly titled) to create a Eurostar/DV/International rail thread - Channel Tunnel rail services, or something?
More here from Rail News:
http://www.railnews.co.uk/news/general/2010/10/07-new-eurostar-train-displayed-in.htmlNew Eurostar train goes on display in London
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AFTER months of secrecy, Eurostar has confirmed that it is to buy 10 Siemens trainsets as the major part of a £700 million capital investment in its fleet.
The new e320 trainsets, which will be the latest member of the already well-established Velaro family, will be to a ‘bespoke specification’, and their wide route availability will allow the company to extend its operations to more European cities which potentially include Geneva and Lyon as well as the already-discussed routes to Amsterdam and Frankfurt.
Eurostar is not revealing the cost of the new trains, but it is believed to be in the region of £525 million. The remainder will be spent on a major upgrade of the existing fleet of 28 Eurostar sets from next year.
An example of the new 320km/h, 900-seat train was unveiled in London at an event attended by transport secretary Philip Hammond.
Journey times on existing routes are also set to be reduced, with London to Paris, presently 2h15 on the fastest trains, coming down to ‘just over two hours’. New routes will offer such journey times as London to Amsterdam in under four hours and London to Geneva in around five hours.
The new fleet is being funded by a combination of cash and bank borrowing.
Although I'm hoping that the UK will eventually join Schengen and we can get rid of these ridiculous border controls that don't just cost a load to build/run, but also provide a massive inconvenience to rail travel.It's not very likely that Eurostar will ever go to Amsterdam; there are no plans to build an international part in the Amsterdam Central Station, with check-in and border control facilities like Paris and Brussels...
That would be great if they can get it past the relevant authorities (which may include the Daily Mail...). Not only because it would save the expense and bother of scattering UK border guards all round the continent, but also because it would improve the economics. It would mean that they wouldn't have to leave have empty seats on the Cologne-Brussels segment corresponding to every passenger booked to join at Brussels. Which they would have to do if they stick to the current "all checks before you board the London train" system.I don't think DB are looking at building these at Cologne and Frankfurt. I think they're looking at other options, like checking on train or stopping at Lille/Calais for checks, or using the St Pancras facilities which are usually dormant instead.
...
I agree that joining schengen is a good idea and it is ridiculous that we have not. UK Govt are too hungry for their own border controls thoughAlthough I'm hoping that the UK will eventually join Schengen and we can get rid of these ridiculous border controls that don't just cost a load to build/run, but also provide a massive inconvenience to rail travel.
I don't see us British citizens being properly European until that happens... Needing a passport to cross 25 miles of water is ridiculous.
The UK Government seems to get far too many opt outs.
I *think* the UK is required to implement schengen but the govt are very reluctant to do so.
Me too. It must add half an hour to every journey at least. I never get why luggage has to be scanned either. Luggage doesn't get scanned when you drive on to a ferry does it. What makes a Eurostar train any more of a target than any other high speed train, commuter train, tube or bus? We're shooting ourselves in the foot with this one.Although I'm hoping that the UK will eventually join Schengen and we can get rid of these ridiculous border controls that don't just cost a load to build/run, but also provide a massive inconvenience to rail travel.
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