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===DB Schenker===
===DB Schenker===
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|Intended to operate the sleeper services. Eurostar owned seven units of this class, which never saw service until they were sold in 2007 to [[Europorte 2]].<ref>{{cite web |url=http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcMediaCentre/ukcNewsReleases/ukcNews2007/ukcFebruary2007/ukpPr0702DevelopmentForEuroporte2.htm |title=Development for Europorte 2: Eurotunnel buys five Class 92 locomotives | work = [[Eurotunnel]] | accessdate=2009-04-21}}</ref>
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Revision as of 01:37, 7 July 2009

"CTRL" redirects here. For the computer key, see Control key.
High Speed 1
Overview
OwnerLondon & Continental Railways
LocaleUnited Kingdom
Termini
Stations4
Service
TypeHigh-speed railway
Operator(s)Eurostar, Southeastern, DB Schenker
Rolling stockBritish Rail Class 373
British Rail Class 395
British Rail Class 92 (from 2010)[1]
History
Opened2003 (Phase 1)
2007 (Phase 2)
Technical
Line length108 km (67 mi)
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Operating speed300 km/h (186 mph)
230 km/h (143 mph)[2][3]
High Speed 1
(Channel Tunnel Rail Link)
Legend
North London line
to West Coast Main Line
Midland Main Line
0 km
0 mi
London St Pancras
International
 National Rail London Underground Eurostar
London King's Cross National Rail London Underground
East Coast Main Line
North London line
London Tunnel 1
7.5 km
4.7 mi
to Lea Valley lines
9 km
6 mi
 Stratford International National Rail Docklands Light Railway
Temple Mills Eurostar Depot
London Tunnel 2
10 km
6 mi
London, Tilbury & Southend line
to North London line
21 km
13 mi
Ripple Lane freight connection
Rainham viaduct
0.5 km
0.3 mi
27 km
17 mi
Aveley viaduct
over LT&S
1.0 km
0.6 mi
30 km
19 mi
Thurrock viaduct A282
1.2 km
0.7 mi
32 km
20 mi
Thames Tunnel
2.5 km
1.6 mi
37 km
23 mi
 Ebbsfleet International National Rail Eurostar
North Kent Line
Section 1
Section 2
boundary
Chatham Main Line
to London Waterloo
39 km
24 mi
Fawkham Junction link line
Singlewell passing loop
and depot
50 km
31 mi
Medway Viaduct
1.2 km
0.7 mi
over Chatham Main Line
over Medway Valley line
over River Medway
54 km
34 mi
North Downs Tunnel
3.2 km
2 mi
Lenham Heath passing loop
88 km
55 mi
Ashford cut and
cover tunnel
1.5 km
0.9 mi
Maidstone line
South Eastern Main Line
90 km
56 mi
 Ashford International National Rail Eurostar
Marshlink line
Ashford CTRL-DS Depot
Ashford to Ramsgate line
91 km
57 mi
Ashford Flyover
1.5 km
0.9 mi
South Eastern Main Line
106 km
66 mi
Dollands Moor Freight Yard
M20 motorway
108 km
67 mi
High Speed 1 / Network Rail
Getlink
Cheriton Shuttle Terminal
110 km
68 mi
Channel Tunnel
to France & LGV Nord
enlarge…
A Eurostar train on the CTRL, near Ashford
A Eurostar train near Strood
Eurostar train at St Pancras having just arrived from Brussels-South

High Speed 1 (HS1), officially known as the Channel Tunnel Rail Link (CTRL), is a 108-kilometre (67-mile) high-speed railway line running from London through Kent to the British end of the Channel Tunnel.

The second and final section of the line, travelling across the River Thames and into London St Pancras, opened on 14 November 2007.[4] Built at a cost of £5.2bn, the new link allows trains to travel at speeds of 300 kilometres per hour (190 mph),[5] cutting pre-2003 Eurostar journey times by 40 minutes and increasing service frequency. It is now possible to travel from London St Pancras to Paris Gare du Nord in 2 hours 15 minutes, and to Brussels South in 1 hour 51 minutes.[6]

In addition to the international Eurostar services, the route will be used for high-speed "CTRL-DS" domestic commuter services operated with Class 395 trains. Commuter services on High Speed 1 are scheduled to start in December 2009, between Ashford International in Kent and London St Pancras—with a journey time of 37 minutes. There are intermediate stations at Ebbsfleet and Stratford. The new fleet of 29 trains will be able to reach speeds of 225 kilometres per hour (140 mph).

Early history

A high-speed rail line, LGV Nord, has been in operation between the Channel Tunnel and the outskirts of Paris since the Tunnel's opening in 1994. This has enabled Eurostar rail services to travel at 300 km/h (186 mph) for this part of their journey. A similar high-speed line from the French border to Brussels, HSL 1, opened in 1997. However, in Britain Eurostar trains had to run at much lower speeds on existing tracks between London and the Channel Tunnel. These tracks were shared with local traffic, limiting the number of services that could be run, as well as their timings. The elderly nature of some of this rail infrastructure caused a disproportionate number of delays, reducing the appeal of the Eurostar service. The case for a High Speed line of equal caliber to the continental part of the route was recognised by lawmakers, and the construction of the line was authorised by Parliament with the Channel Tunnel Rail Link Act 1996[7] which was amended by the Channel Tunnel Rail Link (Supplementary Provisions) Act 2008.[8]

The original plan for the Channel Tunnel Rail Link involved a tunnel reaching London from the south-east, and an underground terminus in the vicinity of Kings Cross station. However a late change in the plans, principally driven by the then deputy prime minister Michael Heseltine's desire for urban regeneration in East London, led to a change of route, with the new line approaching London from the east. This opened the possibility of reusing the underused St Pancras station as the terminus, with access via the North London Line that crosses the throat of the station.[9]

The idea of using the North London line proved illusory, and it was rejected in 1994 by the then transport secretary, John MacGregor, as difficult to construct and environmentally damaging. However the idea of using St Pancras station as the core of the new terminus was retained, albeit now linked by 20 km (12 miles) of specially built tunnels to Dagenham via Stratford.[9]

London and Continental Railways (LCR) was selected by the UK government in 1996 to undertake construction of the line, as well as the reconstruction of St Pancras station as its terminus, and to take over the British share of the Eurostar operation, Eurostar (UK). The original LCR consortium members were National Express Group, Virgin Group, S. G. Warburg & Co, Bechtel and London Electric. Whilst the project was under development by British Rail it was managed by Union Railways, which became a wholly owned subsidiary of LCR. On 14 November 2006, LCR assigned High Speed 1 as the brand name for the completed railway. Official legislation, documentation and line-side signage has continued to refer to "CTRL" however.

The project

The legal framework for the new railway line lies in the Channel Tunnel Rail Link Act 1996[7] providing construction powers that ran for the following 10 years. Originally the whole route was to be constructed as a single project. However extensive changes came when the British government had to put together a rescue plan. In 1998 serious financial difficulties had been encountered, the future looked uncertain for the project. It was split into two separate phases, to be managed by Union Railways (South) and Union Railways (North). A recovery programme was agreed whereby LCR sold government-backed bonds worth £1.6bn to pay for the construction of section 1, with the future of section 2 still looking in doubt.

The original intention had been for the new railway, once completed, to be run by Union Railways as a separate line to the rest of the British railway network. However as part of the 1998 rescue plan it was agreed that, following completion, section 1 would be purchased by Railtrack, along with an option to purchase section 2. In return, Railtrack was committed to operate the whole route as well as St Pancras railway station which, unlike all other former British Rail stations, was transferred to LCR/Union Railways in 1996.

In 2001, Railtrack announced that, due to its own financial problems, it would not undertake to purchase section 2 once it was completed. This triggered a second restructuring. The 2002 plan agreed that the two sections would have different infrastructure owners (Railtrack for section 1, LCR for section 2) but with common management by Railtrack. Following yet further financial problems at Railtrack its interest in the CTRL was sold back to LCR who then sold the operating rights for the completed line to Network Rail, Railtrack's successor. Under this arrangement LCR will become the sole owner of both sections of the CTRL and the St Pancras property, as per the original 1996 plan. Amendments were made in 2001 for the new station at Stratford International and through connections to the West Coast Main Line.

As a consequence of the project's restructuring the LCR consortium is, as of 2006, construction firms Arup, Bechtel, Halcrow and Systra (who form Rail Link Engineering (RLE)), transport operators National Express Group and SNCF (who operate the Eurostar (UK) share of the Eurostar service with the National Railway Company of Belgium and British Airways), electricity company EDF and UBS Investment Bank. On completion of section 1 by RLE, the line was handed over to Union Railways (South), who then handed it over to London & Continental Stations and Property (LCSP) who are the long term owners of the line. Once section 2 of the line had been completed it was handed over to Union Railways (North) who handed it over to LCSP. Management, operation and maintenance of the entire line, including St Pancras, is undertaken by Network Rail.

In February 2006 there were strong rumours that a 'third party' (believed to be a consortium headed by banker Sir Adrian Montague) had expressed an interest in buying out the present partners in the project.[10] LCR shareholders subsequently rejected the proposal,[11] and the Government, who effectively could overule shareholders' decisions as a result of LCR's reclassification as a state-owned body,[12] decided that discussions with shareholders would not take place imminently, effectively backing shareholders' views on the proposed takeover.[11]

Route

Section 1 of the Channel Tunnel Rail Link, opened on 28 September 2003, is a 74 km (46 mile) section of high-speed track from the Channel Tunnel to Fawkham Junction in north Kent. The section's completion cut the London–Paris journey time by around 21 minutes, to 2h 35mn. The line includes the Medway Viaduct, a 1.2 km (¾ mile) bridge over the River Medway and the North Downs Tunnel, a 3.2 km (2 mile) long, 12 m (40 ft) diameter tunnel. In safety testing on the section prior to opening, a new UK rail speed record of 334.7 km/h (208.0 mph) was set.[13] Much of the new high-speed line runs alongside the M2 and M20 motorways through Kent. After completion, Eurostar trains continued to use suburban lines to enter London, arriving at Waterloo International.

Section 2 of the project opened on 14 November 2007 and is a 39.4 km (24 mile) stretch of track from the newly built Ebbsfleet station in Kent to London St Pancras. Completion of the section cut journey times by a further 20 minutes (London–Paris in 2h 15m; London–Brussels in 1h 51m). The route starts with a 2.5 km (1.5 mile) tunnel which dives under the Thames near Dartford, then runs alongside the London, Tilbury and Southend Railway as far as Dagenham, where it enters a 19 km (12 mile) tunnel (51°31′36.9″N 0°8′13.9″E / 51.526917°N 0.137194°E / 51.526917; 0.137194), before emerging over the East Coast Main Line near St Pancras. The tunnels are divided into London East and London West sections, between which a 1 km stretch runs close to the surface to serve Stratford International and the Temple Mills Depot.

The new depot at Temple Mills, to the north of Stratford, replaced the North Pole depot in the west of London. In testing, the first Eurostar train ran into St Pancras on 6 March 2007.[14] All CTRL connections are fully grade-separate. This is achieved through use of viaducts, bridges, cuttings and in one case, the tunnel portal itself. Along the route, several key and unique design features have emerged.

St Pancras International

The terminus for the high speed line in London is St Pancras railway station. During the 2000s, towards the end of the construction of the CTRL, the entire station complex was renovated, expanded and rebranded as St Pancras International,[15][16] with a new security-sealed terminal area for Eurostar trains to continental Europe.[17] In addition it retained traditional domestic connections to the north and south of England. The new extension doubled the length of the central platforms now used for Eurostar services; new platforms have been provided for existing domestic East Midlands Trains and future Southeastern high-speed services that will run along High Speed 1 to Kent.[18] New platforms on the Thameslink line across London were built beneath the western margins of the station and the existing station at King's Cross Thameslink was closed.

A complex junction has been constructed north of St Pancras with connections to the East Coast Main Line, North London Line (for West Coast Main Line) and Midland Main Line, allowing for a wide variety of potential destinations albiet on conventional rails. As part of the works, tunnels connecting the East Coast Main Line to the Thameslink route were also built.

London Tunnels

After local protests, early plans were modified to put more of the route into tunnels up until a point approximately 1-mile (2 km) from St. Pancras, previously the CTRL was planned to run on an elevated section alongside the North London Line on approach into the line's terminus. The twin tunnels bored under London were driven from Stratford westwards towards St Pancras, eastwards towards Dagenham and from Dagenham westwards to connect with the tunnel from Stratford. The tunnel boring machines were 120 m long and weighed 1,100 tonnes. The depth of the tunnel varies from 24 m to 50 m.

Stratford International

The tunnel sections under London are interrupted by the new Stratford International railway station. While mainly unused, Stratford International will have a busier future,[19] as in addition to an extension to the Docklands Light Railway to serve the station,[20] the new CTRL-DS high speed commuter service is also scheduled to have stops at the station.[21] It shall also be the railway station for the main site where the 2012 Summer Olympics will be held. Despite the implication by name, there are no international services running or publicly planned to run at Stratford.[22][23] In additional Temple Mills Depot,51°33′36.4″N 0°1′21.8″W / 51.560111°N 0.022722°W / 51.560111; -0.022722 where the Eurostar trains are stored and serviced, neighbours the station and is accessed via a concourse running through the station.

Connection to Waterloo

A 4 km (2.4 mile) connecting line providing access for Waterloo railway station leaves High Speed 1 at Southfleet Junction using a grade-separated junction; the main CTRL tracks continue uninterrupted through to CTRL Section 2 underneath the southbound flyover. The connection joins the Chatham Main Line at Fawkham Junction with a flat crossing. This likely would have been used for the planned retention of Eurostar services at Waterloo, however this was eventually ruled out on cost grounds.[24] Waterloo International closed upon opening of the section two of the CTRL in November 2007; Eurostar now serve the refurbished St Pancras in its place as their only London terminal.[25][26]

Ebbsfleet International

Ebbsfleet International railway station is a railway station in Ebbsfleet Valley, in the borough of Dartford, Kent, 10 miles outside the eastern boundary of Greater London. The station opened to the public on 19 November 2007.[27] Two of the platforms are designed to serve Eurostar's International trains and four platforms are available for high speed domestic services running upon the line.[28] Since the opening of Ebbsfleet, Ashford Internations has seen a reduction in trains serving the station there,[29] as Ebbsfleet is designed to take over as the main regional hub used by Eurostar.[30][31][32]

Ashford International

Unlike normal LGV stations in France, the through tracks for Ashford International railway station are off to one side rather than going through, partly due to Ashford International predating the line.[33] High Speed 1 approaches Ashford International from the north in a cut-and-cover "box"; the south-bound line rises out of this cutting and crosses over the main tracks to enter the station. The main tracks then rise out of the cutting and over a flyover. On leaving Ashford, southbound Eurostars return to the high speed line by travelling under this flyover and joining from the outside. The international platforms at Ashford are supplied with both overhead 25 kV and 3rd rail, avoiding the need to switch power-supplies.

Operators

Eurostar

Main article: Eurostar

The Eurostar service is a high profile operator upon High Speed 1, upon the opening of the line in November 2007 becoming the company's primary route for all their services.[34] Trains ran by Eurostar are for international traffic only, passing along the high speed line from London St Pancras railway station to the Channel Tunnel, terminating at either Paris Gare de Nord in France or Brussels Midi-Zuid in Belgium.[35][36] Currently the trains operated by Eurostar are the only ones to make full use of the high speeds upon the line; a Eurostar train was used to set a new British rail speed record of 334.7 km/h (208 mph) on 30 July 2003.[37] The British component of Eurostar is owned London and Continental Railways, which also owns High Speed 1 and the infrastructure upon it.[38]

 Class  Image  Type   Top speed   Number   Routes operated   Built 
 mph   km/h 
Class 373 Eurostar Electric multiple unit 186 300 28 London–Paris
London–Brussels
London–Marne-la-Vallée – Chessy
London–Avignon Centre
London–Bourg Saint Maurice 		1992

Southeastern

Main article: Southeastern

The domestic high speed services upon High Speed 1 are provided by the operator Southeastern. Proper services have not begun yet, however trial runs of the British Rail Class 395 trains, popularly known as the "Olympic Javelin" service, started in June 2009,[39] and are scheduelled to begin in full in December 2009. Journey times from Ashford to St Pancras, the current complete route are estimated to be 37 minutes compared with 1 hour for the standard existing rail service.[40] This service alongside Section 2 of the CTRL, known also as CTRL-DS, was a factor in London's successful 2012 Olympic Bid, promising a seven-minute journey time from Stratford to St. Pancras for busy commuters.[41] Although much of the train's route upon High Speed 1 is capable of 300 km/h (186 mph), the maximum operating speed of the train was limited to 225 km/h (140 mph) and designed for very fast acceleration due to the short distance between stations and the service patterns.

 Class  Image  Type   Top speed   Number   Routes operated   Built 
 mph   km/h 
Class 395 Javelin File:British Rail Class 395 at Sittingbourne.JPG Electric multiple unit 140 225 29 St Pancras–Stratford International-Ebbsfleet International-Ashford International 2007

DB Schenker

Main article: DB Schenker


 Class  Image  Type   Top speed   Number   Built 
 mph   km/h 
Class 92 Electric locomotive 87 140 7 1993

Additional information

CTRL North Downs Tunnel, country portal under Blue Bell Hill
The CTRL connection at St. Pancras Station in April 2007
File:KingsCrossDevelopmentModel.jpg
Model showing the current redevelopment of the King's Cross area with the new extension to the barrel-vaulted St Pancras Station on the left

The CTRL project was one of the United Kingdom's largest civil engineering projects, encompassing many new bridges and combined tunnels nearly as long as the Channel Tunnel itself. In 2002 the CTRL project was awarded the "Major Project Award" at the British Construction Industry Awards.

Both track and signalling technology (TVM-430 + KVB) are based or identical to the standards used on the French LGV high-speed lines. The areas around St. Pancras and Gare du Nord use KVB signalling with the whole of the high-speed route to Paris (CTRL, Channel Tunnel, LGV Nord) using TVM-430. Signalling tests before opening were performed by the SNCF-owned "Lucie" test car.[42] Although the maximum line speed on parts of the line is 300 kilometres per hour, the signalling system maintains the speed of most Class 373 trains at 270 kilometres per hour.[citation needed]

The construction works were complex and a large number of contractors have been involved in delivering them.[43] The CTRL Section 2 construction works have been causing considerable disruption around the Kings Cross area of London, but are bringing in their wake much redevelopment. The huge redevelopment area includes the run-down areas of post-industrial and ex-railway land close to King's Cross and St Pancras, a conservation area with many listed buildings. However it has been postulated that this development was actually supressed by the construction project, rather than aiding it.[44]

There were a number of deaths of employees working on the Channel Tunnel Rail Link over the nine year and one month period of construction. A death occurred on Friday 28 March 2003 near Westernhanger, Folkestone where a worker came into contact with the energised power supply.[45] Another death occurred in May 2003 when a scaffolder fell seven metres at Thurrock, Essex.[46] This death resulted in three companies being found guilty of breaching health and safety legislation, omitting to provide barriers, which resulted in Deverson Direct Ltd of Stickfast Lane, Bobbing, Sittingbourne, Kent being ordered to pay £50,000 in fines and £5,851 costs; J Murphy and Sons Ltd of Highgate Road, London being ordered to pay £25,000 and costs of £2,925.50 and Hochtief Aktiengesellschaft of Windmill Hill Business Park, Whitehill Way, Swindon being ordered to pay £25,000 and costs of £2,925.50.[46] Two more deaths relate to a fire onboard a train carrying wires, one mile inside a tunnel under the Thames between Swanscombe, Kent, and Thurrock, Essex on Tuesday 16 August 2005. The train shunter died at the scene[47] and the train driver later died in hospital on 20 August 2005.[48]

On 4 September 2007, a train travelled from Paris Gare du Nord to St. Pancras in 2 hours 3 minutes and 39 seconds.[49] On 19 September 2007, a train travelled from Brussels South to St. Pancras in 1 hour 43 minutes.[50]

Following opening, Eurostar uses roughly 40% of the line's capacity, capacity remaining is given to the Javelin domestic high speed service, but could potentially also include freight at a later date.[51][52]

See also

References

  1. ^ "Freight trains set to use High Speed 1". highspeed1.co.uk. 2009-04-16. Retrieved 2009-07-07.
  2. ^ "Channel Tunnel Rail Link Visit" (PDF). Institute of Sound and Vibration Research, University of Southampton. Retrieved 2009-07-06. Section 2, which has a line speed of 230 km/h
  3. ^ "Building Britain's first high speed line". Railway Gazette. 1999-05-01. Retrieved 2009-07-06. Speed will be reduced to 230 km/h between Ebbsfleet and St Pancras, primarily for aerodynamic reasons in the tunnels.
  4. ^ "High Speed One - and Only". RailStaff. 2006-11-14. Retrieved 2006-11-14.{{cite web}}: CS1 maint: year (link)
  5. ^ "High Speed 1". railway-technology.com. 2008-12-23. Retrieved 2008-12-23.{{cite web}}: CS1 maint: year (link)
  6. ^ "Eurostar to launch passenger services at St Pancras International on Wednesday 14 November 2007". Eurostar. 2006-11-14. Retrieved 2006-11-15.{{cite web}}: CS1 maint: year (link)
  7. ^ a b Channel Tunnel Rail Link Act 1996
  8. ^ Channel Tunnel Rail Link (Supplementary Provisions) Act 2008
  9. ^ a b "How St Pancras was chosen". BBC News. 2007-11-14. Retrieved 2007-11-19.
  10. ^ "City grandee tries to grab tunnel link firm". The Times. 2006-02-19. Retrieved 2006-11-15.{{cite web}}: CS1 maint: year (link)
  11. ^ a b "LCR rejects takeover bid". RailStaff. 2006-03-31. Retrieved 2006-11-15.{{cite web}}: CS1 maint: year (link)
  12. ^ "Debt-laden Channel tunnel rail link is 'nationalised'". The Guardian. 2006-02-21. Retrieved 2006-11-15.{{cite web}}: CS1 maint: year (link)
  13. ^ "Eurostar breaks high speed record". Erik's Rail News. 2003-07-30. Retrieved 2007-04-12.
  14. ^ Railway Herald on-line magazine, Issue 75
  15. ^ Official name of the station according to the Department of Transport, released in response to a Freedom of Information Act request at Whatdotheyknow.com retrieved 2008-12-02.
  16. ^ Official name of the station according to the London Borough of Camden released in response to a Freedom of Information Act request at Whatdotheyknow.com retrieved 2008-12-02.
  17. ^ "St Pancras regains the Gothic glamour". The Times. 24 July 2007. Retrieved 2009-04-29. {{cite web}}: Italic or bold markup not allowed in: |publisher= (help)
  18. ^ "From concept to reality". Modern Railways. Ian Allan Publishing. November 2007. p. 51.
  19. ^ "House of Lords, Hansard Report Column 147". Hansard. 19 Feb 2008.
  20. ^ "Docklands Light Railway - Stratford International Extension". Transport for London. Retrieved 2009-07-04.
  21. ^ "£20m bullet trains to serve Olympic Park". London2012.org. 2004-09-28. Retrieved 2005-07-06.
  22. ^ "Ghost train station that cost £210m". The Times. 2006-04-21. Retrieved 2007-12-22. {{cite news}}: Italic or bold markup not allowed in: |publisher= (help)
  23. ^ The Newham Mag, Issue 144, 3 May 2008, page 20.
  24. ^ "Five Waterloo platforms left in limbo by Eurostar pullout". The Times. 14 November 2007. Retrieved 2009-05-02.
  25. ^ "The transformation of St Pancras". BBC News. 2007-11-06. Retrieved 2007-12-14.
  26. ^ Millward, David (3 November 2007), Eurostar will cross London — in 15 hours, The Telegraph, retrieved 2009-04-16 {{citation}}: Italic or bold markup not allowed in: |publisher= (help)
  27. ^ "Ebbsfleet open to Eurostar trains". BBC News. Retrieved 2009-07-05.
  28. ^ "Preview timetable" (PDF). Southeastern Railways. Retrieved 1 June 2009.
  29. ^ "Petition opposing Eurostar cuts". BBC News. 2007-04-03.
  30. ^ "RailEurope". save-eurostar.org. Retrieved 2009-05-14.
  31. ^ "New station means Eurostar change". BBC News. 2006-09-12. Retrieved 2007-12-14.
  32. ^ "Save Ashford International". www.saveashfordinternational.org.uk. Retrieved 2008-02-18.
  33. ^ Eurostar Press Release, "Eurostar celebrates 10 years at Ashford International"
  34. ^ Rudd, Matt (28 October 2007), Eurostar to Brussels, The Times, retrieved 2009-05-10 {{citation}}: Italic or bold markup not allowed in: |publisher= (help)
  35. ^ "Our history". Eurotunnel. Retrieved 2009-05-10.
  36. ^ Official Waterloo 'Goodbye' video, useful statistics and numbers shown
  37. ^ Eurostar breaks UK high speed record, Eurostar, retrieved 2009-07-06 {{citation}}: Italic or bold markup not allowed in: |publisher= (help)
  38. ^ "London and Continental Railways Limited". Department for Transport. 08 June 2009. {{cite web}}: Check date values in: |date= (help)
  39. ^ "Preview timetable" (PDF). Southeastern. Retrieved 1 June 2009.
  40. ^ "All aboard the Ashford bullet". building.co.uk. 18 June 2009. Retrieved 23 June 2009.
  41. ^ "Full speed ahead at St Pancras International Station". London2012. Retrieved 23 June 2009.
  42. ^ Certification of the TVM430 signalling system on the CTRL almost caused a delay in opening of section 1 in 2003. See Britain finally joins the high-speed club: the first section of CTRL opens on September 28, International Railway Journal, August 2003.
  43. ^ High Speed 1 List of Contractors
  44. ^ "The New Statesman Special Report - Coming soon: the Dome on wheels". The New Statesman. Retrieved 2009-04-28.
  45. ^ "Engineer electrocuted on rail link". BBC News. 2003-03-30. Retrieved 2009-02-14.
  46. ^ a b "Firms fined over rail link death". BBC News. 2004-10-04. Retrieved 2009-02-14.
  47. ^ "Man killed in rail tunnel blaze". BBC News. 2005-08-17. Retrieved 2009-02-14.
  48. ^ "Channel Tunnel burns victim dies". BBC News. 2005-08-21. Retrieved 2009-02-14.
  49. ^ "Eurostar set Paris-London record". BBC News. 2007-09-04. Retrieved 2007-09-04.{{cite web}}: CS1 maint: year (link)
  50. ^ "Eurostar sets new record from Brussels". The Telegraph. 2007-09-20. Retrieved 2007-09-20.{{cite web}}: CS1 maint: year (link)
  51. ^ "Overdue U.K. 'Bullet Train' Enters Service Amid Cuts". Bloomberg. 2009-06-29. Retrieved 2009-07-05.{{cite web}}: CS1 maint: year (link)
  52. ^ "Freight trains to use High Speed 1 from 2010". Railway Gazette International. 2009-04-16. Retrieved 2009-07-07.{{cite web}}: CS1 maint: year (link)
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