The Thalys and E300 sets are of a similar age. Thalys sets are 200m so a joint order would either be 2 lengths or Eurostar would run some trains as 2x200m.
I know they have just refitted the ex Thalys so I wonder what the long term plan is? Some of the Izzy trains already ran on the Brussels Paris route in the past. It’s been a decade since last order so surely makes sense to order a replacement?
I think Evolyn would be more likely. It will be interesting to see what replaces the E300.
The TGV Duplexes and Ms would only be suitable for Paris to Brussels and Rhein-Ruhr services given that they have low platform doors which would not match the high platforms of the Netherlands and UK. Unless there is some sort of reorganisation where the Paris to Rhein-Ruhr services are integrated with another service offering that also uses double-deck TGVs, rolling stock capable of running into the Netherlands would also have to be used on these services to prevent the creation of a micro-fleet.
Nowadays I don't think there are any Thalys services that can get away with being just 200m long. With recent growth in international high speed passenger numbers and Thalys services having the same fleet size they did 25 years ago its not uncommon for trains to sell out a month or two in advance, even outside of the peak June, July and August holiday season.
My understanding is that the platforms for international use on HS1 are fully compliant with TSI standards?
TVM phase out on LGV Nord/HSL1/Channel Tunnel/HS1 has already had initial agreements signed: https://www.railengineer.co.uk/upgrading-the-continental-connection/
Double-decker trains would need to satisfy the evacuation requirements for the Channel Tunnel, which appear to be more standardised than before as a result of the challenges getting the e320s certified but still quite stringent:
There's plenty of trains from France to other places with the 760mm height of HS1's int'l platforms so agree this shouldn't be a major factor.
Currently only the e320s have the Dutch signalling systems required, yes. And there's sufficient e320s to cover the likely number of additional Amsterdam paths Eurostar might be able to get through Brussels, I would have thought. Especially as any German ideas (which would also require e320s) seem to have been placed very firmly back on their customary shelf.
Given the e320s are from the Siemens Velaro family, and DB's have a substantial part of the ICE fleet also from the Velaro family, this is a distinct possibility. However SNCF are now the majority shareholder of Eurostar Group, so that may yet have an influence on the stock selection.
Does Siemens still offer the ”Velaro D” units?
Well, they are currently building the ICE 3neo sets for DB and will be for some time, as there are 90 sets on order.
Passing through Rotterdam the other day. What would normally be the Eurostar service to London was being run as an Amsterdam to Brussels and Paris service.
There are two at Temple Mills; visible from the Lea Valley line.
They’re absolutely knackered, no way will they be seeing passenger service again sadly (or not sadly for those of us who dislike them intently)
All eurostar fleets except the e300s can run in the Netherlands - do you have an idea what type of train this refers too?
Listening to the internal rumour machine I’d be quite surprised if we end up with any more Siemens units but never say never!
Interesting. In that case I'd be quite interested in potential options seeing as Alstom's high-speed fleet these days is mostly double decker TGV trains. The AGV is single decker but seems like a concept that is mostly done with, and the Pendolino, be it tilt or non-tilt, isn't built to go above 250km/h, and such a reduction in speed isn't something Eurostar will want to go for with any E300 replacements.
The evacuation requirements for the Channel Tunnel and the fact that Eurostar deliberately positions itself as a higher-end offering (even in Standard) than a typical train may mean that the Single-Decker is preferred. I agree that 300kph will be an absolute minimum requirement, given the flagship London-Paris run has very high pressure on end-to-end runtime. Eurostar may even want 320 or 350kph, in case LGV Picardie ever comes to fruition.
The Alstom AGV (which now seems to use Avelia name) is available both as single deck and double deck, double deck is known as Avelia Horizon. Depending on seating configuration the double deck version can seat upto 740 passengers in 200m version, although less in more long distance multi-class setup
SNCF 4537 Was the machine.
T
The AGV was a single deck modern version of a TGV with traction along the unit rather than a power car at each end. Obviously targeted as a TGV replacement but then double deck trains came on the scene. A few were bought by Italo in Italy.
I think ordering stock capable of higher speeds regardless of the advent of the LGV Picardie might well be on the table anyway. The ETR 1000 is capable of 400km/h even though it will most likely never see such speeds in Italy. Some 350km/h capable stock would be very much possible with the Zefiro and AGV product.
Even though I don't think length requirements for the Channel Tunnel are as stringent as they once were, it might nevertheless be preferable for Eurostar to opt for 400m long single-deck stock for capacity reasons and for evacuation requirements in the tunnel itself.
That's why I think the AGV is a done with product. Besides Italo nobody else seemed keen on purchasing it. Kind of a shame because it's a beautiful looking product.
Question... is that Hitachi 'own' ETCS, Hitachi ex-Ansaldo, or Hitachi ex-Thales?I'd imagine there's some plans to keep them on maybe for a few more years given that a contract has been agreed to upgrade the signaling on the E300 to ETCS
Eurostar and SNCF trains to be equipped with digital cab signalling
Eurostar and SNCF trains will be equipped with Hitachi Railsignalling technology to enable easier travel by train across European borders.www.globalrailwayreview.com
But how long would it take to design, tender, award and build replacement trains? Could these refurbished fleets could be at the end of their lives by the time new stock comes on stream even if ordered fairly soon?
Design will be quite short assuming it is a derivative of recent multi system high speed train from Europe. HS1 is basically a French Ligne a Grand Vitesse clone. Unlike UK the continental partners buy the off the shelf version and just change things like the cab signalling modules, seating and livery.
