EUROSTAR is encouraging prospective new operators of cross-Channel services to invest in depot facilities in southeast England to operate in addition to the existing site at Temple Mills International (TMI) in east London, which it says does not have capacity to serve the 100 extra trains needed by itself and its rivals.

The cross-Channel operator, which has enjoyed a monopoly on services from London to the continent since the Channel Tunnel opened in 1994, says that in light of growing interest by other operators in offering alternative high-speed services to continental Europe, a long-term plan is now needed. This should consider “the growth ambitions of all operators” and encourage private investment in new depot facilities beyond TMI in Kent and east London.

“This huge growth ambition shows the potential of international rail for customers and the UK economy - but it depends on depot infrastructure that can meet this demand,” Eurostar says.

Eurostar made the observations in its response to the consultation on capacity at TMI which closed on April 28. The consultation was launched by the regulator, the Office of Rail and Road (ORR), after it issued the findings of a report conduced by the Ipex consultancy on capacity at TMI on March 31.

TMI is the only maintenance facility in Britain able to accommodate rolling stock built to the European UIC loading gauge, and access to it or alternative facilities is therefore a critical requirement for more operators to enter the cross-Channel high-speed market. New entrants, which include Evolyn, Virgin and Gemini, have approached ORR to secure access to TMI. Ipex’s report found that while there is the potential to create additional capacity at the depot, it is limited. However, Eurostar has pushed back against suggestions that this capacity is sufficient to meet the needs of these operators, stating that it does not believe the report’s findings support such a view and that the 1.6 extra roads of capacity found to be available is insufficient to meet the needs of up to 100 additional trains.

It says that there are a range of factors that call into question the deliverability of the six options presented in the Ipex report, including how the available capacity is measured, the impact of proposed alterations of access to the depot on stabling capacity, constraints on overnight stabling at St Pancras International and the associated impact on TMI if additional operators are using the station, and the proposed changes to where servicing takes place.

Not taken into consideration

Eurostar also says its own expansion plans to serve up to 30 million passengers per year, which includes purchasing 50 new high-speed trains, intensifying use of its own e320 fleet and further investment in TMI to facilitate this, were not taken into consideration in the report’s findings.

It adds that private operators should be prepared to invest in new facilities, “as Eurostar itself is doing and has done for 30 years.” It suggests the use of other locations such as Southeastern and Hitachi’s Ashford Train Maintenance Centre, freight facilities at Dolland’s Moor, Singlewell depot, Ripple Lane, HS1 chord and Fawkham Junction, or to build new facilities at other sites in east London.

“We support competition and growth through international rail,” says Gareth Williams, Eurostar's general secretary, “but without serious investment in infrastructure to create more room, we risk not fulfilling the massive potential of sustainable European travel.

“This is an enormously positive problem to solve as the demand and the willing is there. Eurostar wants to help find solutions. What’s needed now is a big picture vision and investment by any operator who wishes in new depot facilities at TMI and beyond.” 

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