Jorge Da Silva
Established Member
I like Eurostar as the name suits the company well and it is well known name in the UK and in Belgium and France
I like Eurostar as the name suits the company well and it is well known name in the UK and in Belgium and France
(the project is currently known as greenspeed).
Greenspeed - I like it!
I don’t . It doesn’t sound like a company if they choose to call it Greenspeed
I very much doubt it would be used as a company name. Two-adjective names like that are very common codenames for projects before the marketeers get there and put a proper brand on it.
I would almost put money on the E*s turning burgundy (to be fair, it's a nice livery) and it becoming "Eurostar by Thalys" or similar.
There'll be some practical issues to consider however, e.g. at Gare du Nord or Brussels where you can no longer simply follow the Eurostar signs, as existing Thalys services would still use the domestic platforms.
I doubt they'll ditch the Eurostar brand. It's a well-known brand in this country. I don't see what would improve on it.
Perhaps this will help the chances of Cologne joining the direct UK rail service map - running a full 374 set for the entire route is a big ask but if you're replacing two existing services it could be more attractive financially.
Was the work DB was carrying out to enable running of a long train formed of 2 distinct units every completed? It would allow a pair of Thalys sets to be used instead of a long E*, which might improve the economics of that sort of service.
The problem is Eurotunnel restrictions which at present demand a 375m full corridor. This is, I believe is the stumbling block for many a cross-channel service.but with 2 x 200m sets on London-Brussels-beyond.
The problem is Eurotunnel restrictions which at present demand a 375m full corridor. This is, I believe is the stumbling block for many a cross-channel service.
The problem is Eurotunnel restrictions which at present demand a 375m full corridor. This is, I believe is the stumbling block for many a cross-channel service.
Though DB was working with Eurotunnel on resolving that when the Frankfurt service was planned.
If that requirement has been shelved, then fleet deployment could be more flexible. You could see other Thalys-Eurostar rolling stock on HS1, provided they retrofit firedoors between coaches. Or even the old 373 Izy! Eurostar could be the 'faster' brand, and Izy all stations to Brussels/Paris.Yes, I thought the 375m requirement still stood, but *not* the through gangway requirement, which DB successfully challenged.
By contrast, Thalys is just a brand name for the high speed services linking those countries, with slower services also available. Trains have run for over 100 years between those countries
Whilst Eurostar is undoubtedly the stronger brand, the Thalys name does have strong recognition too beyond "just another train service".
Perhaps this will help the chances of Cologne joining the direct UK rail service map - running a full 374 set for the entire route is a big ask but if you're replacing two existing services it could be more attractive financially.
Yes, I thought the 375m requirement still stood, but *not* the through gangway requirement, which DB successfully challenged.
https://www.channeltunneligc.co.uk/...df/20120928_-_IGC_Annual_Report_2011_EN-3.pdfOther Significant Regulatory Issues Considered by the IGC and CTSA - Other important issues considered by the IGC and the CTSA during the course of the year were as follows:
(i) Review of specific safety rules for trains transiting the tunnel – The IGC published the conclusions of its review on 31 March 2010. The IGC asked ERA for a technical opinion on these conclusions in December 2010. The opinion was published in March 2011.
Further to the opinion, the IGC asked to make the necessary changes to its operating rules to remove rules requiring compliance with particular fire protection standards for the design and performance of vehicles and their fittings, and for call buttons at the end of each coach, as these requirements are dealt with by the rolling stock TSIs. It was also decided that trains no longer had to have the ablility to be split. Finally, trains were no longer required to be of a particular length; have a through-corridor; and motor units at each end, and applicants were invited to propose such systems with a requisite risk assessment using EC Regulation 352/2009.
I would almost put money on the E*s turning burgundy (to be fair, it's a nice livery) and it becoming "Eurostar by Thalys" or similar.
The requirements to a) have a qualified driver in the rear cab b) to be able to split trains and c) for trains to be a specific length have all been dropped.
From the IGC annual safety report in 2011:
https://www.channeltunneligc.co.uk/spip.php?action=acceder_document&arg=219&cle=a02b070c77e16c4da14bd9612ff221bc&file=pdf/20120928_-_IGC_Annual_Report_2011_EN-3.pdf
Also worth pointing out the "Channel Tunnel Reference Document for cross-acceptance of rail vehicles" makes no mention of length:
https://www.channeltunneligc.co.uk/spip.php?action=acceder_document&arg=512&cle=9679e069e9e2a98e15e71f72c40a0263&file=pdf/Revised_CT_reference_document_national_rules_for_rail_vehicles_-_post_Agency_Opinion_revised_version.pdf
Yess! Bring back the old logo which is a fantastically timeless bit of design.Eurostar or perhaps its translation of Étoile d'Europe with the old yellow and white Eurostar branding might be a good idea. More likely judging by the context it will be something related to the environment or how trains are better than other modes of transport (the project is currently known as greenspeed).
460 for a Velaro-D against 450 in a 374.Does anyone know how the capacity between half a 374 and a single ICE 3 compares? My thinking being that in such a scenario you'd probably have half the train effectively providing the current DB service between Frankfurt Hbf and Brussels Midi with the other half carrying Frankfurt Hbf and Cologne Hbf international passengers (not sure the other stations on the route would justify the logistics for international travel!!).
I think that's 1 of their main objectives given that Eurostar used to sell through ticketing onto the DB network, and combined fares with Thalys.Even if they continue operate at seperate brands, an integrated ticket system would be great!