High Speed 1

High Speed 1 (HS1), officially known as the Channel Tunnel Rail Link (CTRL) and originally as the Union Railway or Continental Main Line (CML), is a 108-kilometre (67 mi) high-speed railway from London through Kent to the UK end of the Channel Tunnel.

The line was built to carry international passenger traffic from the United Kingdom to Continental Europe; additionally it carries domestic passenger traffic to and from towns and cities in Kent, and has the potential to carry Berne gauge freight traffic. The line, crossing over the River Medway and underneath the River Thames to London St Pancras railway station, opened in full on 14 November 2007.[6] It allows speeds of 230 to 300 kilometres per hour (143 to 186 mph) and cost £5.8 billion to build.[7] There are intermediate stations at Stratford International, Ebbsfleet International and Ashford International.

 

International passenger services are currently provided by Eurostar, with journey times of London St Pancras to Paris Gare du Nord in 2 hours 15 minutes, and St Pancras to Brussels-South in 1 hour 51 minutes, using a fleet of 27 Class 373/1 multi-system trains capable of 300 kilometres per hour (186 mph). Other, competing, passenger operators are expected to use the line in future.

 

Domestic high-speed commuter services serving the intermediate stations and beyond began on 13 December 2009. The fleet of 29 Class 395 passenger trains are permitted to reach speeds of 225 kilometres per hour (140 mph).

 

Following trials of a modified Class 92 locomotive hauling a loaded container train in July 2011,[10] DB Schenker is running regular intermodal freight services on High Speed 1, enabling flat wagons carrying continental-size swap body containers to reach London for the first time.

 

The CTRL project was one of the United Kingdom’s largest civil engineering projects, encompassing many new bridges and tunnels with a combined length nearly as long as the Channel Tunnel itself. During construction of the CTRL, significant archaeological research was undertaken. In 2002, the CTRL project was awarded the “Major Project Award” at the British Construction Industry Awards. The CTRL has seen periods of financial difficulty, and the line was transferred to government ownership in 2009, with a 30-year concession for its operation being put up for sale in June 2010. The concession was awarded to a consortium of Borealis Infrastructure (part of Ontario Municipal Employees Retirement System) and Ontario Teachers’ Pension Plan in November 2010, but does not include the freehold or rights to any of the associated land.

 

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 in Belgium, from the French border to Brussels, HSL 1, opened in 1997. However, in Britain, Eurostar trains had to run at a maximum of 160 km/h (100 mph) on existing tracks between London, Waterloo and the Channel Tunnel. These tracks were shared with local traffic, limiting the number of services that could be run, and jeopardising reliability. The case for a high-speed line similar to the continental part of the route was recognised by policymakers, and the construction of the line was authorised by Parliament with the Channel Tunnel Rail Link Act 1996, which was amended by the Channel Tunnel Rail Link (Supplementary Provisions) Act 2008.

 

An early plan conceived by British Rail in the early 1970s for a route passing through Tonbridge met considerable opposition on environmental and social grounds, especially from the Leigh Action Group and Surrey & Kent Action on Rail (SKAR). A committee was set up to examine the proposal under Sir Alexander Cairncross; but in due course environment minister Anthony Crosland announced that the project had been cancelled (see Hansard 20 January 1975), together with the plan for the tunnel itself.

 

The next 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.

The idea of using the North London line proved illusory, and it was rejected in 1994 by the then Transport Secretary, John MacGregor, as too 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 kilometres (12 miles) of specially built tunnels to Dagenham via Stratford.

 

London and Continental Railways (LCR) was chosen by the UK government in 1996 to build the line and to reconstruct 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. While 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 adopted High Speed 1 as the brand name for the completed railway.[30] Official legislation, documentation and line-side signage, however, have continued to refer to “CTRL”.