Eurostar, controlled by French rail operator SNCF, is only too aware of the problem. This summer, the company launched a campaign to persuade the British authorities to expand the terminal.

In an interview with Le Monde, chief executive Gwendoline Cazenave said that a comprehensive political vision was needed on the British side and complained that the concessionaire, regulator and government were all “working in silos”.

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Eurostar has enjoyed a monopoly on passenger services through the Channel Tunnel until now, but several European rail operators are eyeing the lucrative cross-Channel market.

Virgin is currently the closest to becoming a serious rival. In October 2025, it secured access to the Temple Mills International depot in East London from Britain’s Office of Rail and Road (ORR), and in mid-August it received pre-approval to run up to 20 daily return services from October 2030. Further approvals are still needed before Virgin can launch its planned services to Paris, Brussels and Amsterdam.

Trenitalia is also preparing to enter the market, having announced an order for new high-speed trains intended for the London-Paris route.

Eurostar is stepping up its response by planning to invest up to €2 billion in 30 new trains, with the option of 20 more. Deliveries are set to begin in 2031. The company hopes to increase annual passenger numbers from 20 million to 30 million within a decade.

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The Channel Tunnel itself is not the problem. Getlink, which operates the tunnel, says traffic could double. The real bottlenecks are at either end, with both London St Pancras and Paris Gare du Nord operating beyond capacity.

Currently, Paris-Nord can handle a maximum of 2,000 travellers per hour and London 3,000. Eurostar wants to see these figures increase to 3,000 and 5,000 respectively.

“Without investment in the stations, we risk having to share the current capacity with new competitors,” Cazenave warned.

In June 2025, Eurostar and London St Pancras Highspeed announced plans to more than double the capacity of the London terminal. One proposal would see arriving passengers leave directly from the platform, freeing up space below for departing passengers and security and border checks. However, Paris has no such option, although Cazenave said that talks with the French authorities are progressing.

However, a separate hurdle looms in London: the concession held by London St Pancras Highspeed expires in 2040 – before Eurostar’s new trains are even due to arrive – leaving little incentive to fund works that the company may never benefit from. One potential solution would allow London St Pancras Highspeed to continue collecting toll fees on its investment after the contract ends.

Eurostar is also presenting an economic argument, citing a commissioned report which shows that the Paris-London route has generated £2 billion (€2.35 billion) in economic activity and 23,000 jobs since 1994. The company claims that this figure could increase by a further 40% by 2035, provided that the stations maintain their current level of service.

It already has proof of concept. Its London-Amsterdam service now runs five times a day, following work on the station in the Dutch capital, and Eurostar claims to hold around a third of the market between the two cities. As demand is set to triple by 2040, the company plans to expand in a similar way to Cologne, Geneva and Frankfurt.

However, with competitors preparing to launch their own services, finding space for all those passengers is becoming as important as finding trains to carry them.

L’article Eurostar warns of St Pancras overcrowding as competition looms est apparu en premier sur Travel Tomorrow.

The proposed route between New York and Los Angeles would offer a 72-hour journey time between the east and west coast cities, as well as stops in significant destinations such as Chicago, Cleveland, Pittsburgh, and Harrisburg, plus a branch connection via Philadelphia to Washington DC.

The New York terminus would not be the city’s iconic Penn Station, one of the busiest transport hubs in the world at the heart of the Big Apple. Instead, Hoboken Terminal in New Jersey provides the east coast’s arrival and departure point, with connections to Manhattan available by ferry on PATH trains.

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Dubbed the Transcontinental Chief, the service would serve not only foot passengers but also allow vehicles on board, including truck tractors – allowing commercial drivers to continue their routes while resting as federally mandated.

Aimed at those commercial customers, commuters from smaller towns along the route, as well as tourists who have completed Route 66 road trips but don’t want to drive the return, the combined model would be more profitable than Amtrak’s current long-distance operations, AmeriStarRail has claimed.

The proposed Transcontinental Chief would operate on existing railroad infrastructure, using Amtrak’s existing Superliner equipment, which reduces obstacles such as construction permits for new lines and rolling stock supply. In fact, the service was supposed to be inaugurated as promptly as May 2026, however, it is yet to materialise.

The main barrier to progress is AmeriStar’s failure to secure a partnership with Amtrak. Scott Spencer, the firm’s chief operating officer told USA Today that the national rail corporation has so far refused to form a joint venture, preventing the project from meeting statute requirements and entering into agreements with railroad owners.

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An Amtrak spokesperson has confirmed that their analysis is that the concept is so far “lacking a fundamental business case.”

AmeriStar and Amtrak have exchanged increasingly acrimonious statements over the issue, with AmeriStar refusing to publish its “proprietary” business case and claiming that Amtrak is blind to “innovative solutions to transform Amtrak’s money-losing, late long distance trains into reliable, profitable train service.” Amtrak meanwhile has accused AmeriStar of “lofty ambitions” and restated its focus on passenger routes rather than combined freight services.

Nonetheless, Spencer has confirmed that AmeriStarRail continues to seek investors and “is still actively pursuing this opportunity with many mayors, economic development interests, (chambers of commerce) and logistics owners and investors, across the country along the route.”

The service is now slated to commence in May 2028 ahead of the 2028 Summer Olympics, giving sports fans another way of reaching host city, Los Angeles.

L’article New 72-hour train could connect New York and Los Angeles by 2028 est apparu en premier sur Travel Tomorrow.

The service runs around the northeastern coast of the Bay of Bothnia, between Finnish Oulu – a major port that is the country’s fourth largest conurbation by population and is sometimes known as the capital of northern Finland – and Haparanda in Sweden, a former fur and timber export hub at the mouth of the Torne River.

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Scheduled twice a day from both departure points, and taking one hour and forty minutes to complete, the full 128-km route costs from as little as €5.40, although pricing and availability will depend on the season and demand. It will be operated on board double decker trains belonging to Finnish state rail company VR. The stock has “Eko” (second class) and “Ekstra” (first class) accommodation, a bistro, playroom for children, and a range of seating options.

Although differences in rail gauges mean the trains will not be able to continue further into Sweden than Haparanda, passengers will be able to transfer there onto other southward services. The advent of the new connection also opens up a 24-hour itinerary between Helsinki and Stockholm, as well as enabling an epic 5,000-km rail adventure from the southern tip of Europe on Portugal’s Algarve to Finland’s northernmost train station of Kolari that is being hailed as the longest train journey in Europe.

@vrmatkalla

Junaliikenne Suomen ja Ruotsin välillä käynnistyi tänään!   Tunnelma ensimmäisten junavuorojen kyydissä oli innostunut, ja juna matkustajineen otettiin lämpimästi vastaan niin väliasemilla kuin Haaparannallakin.   Liikennöimme Oulusta Haaparannalle ja takaisin kahdesti päivässä.

♬ alkuperäinen ääni – VR Matkalla

Despite these possibilities, one of the region’s rail experts, Mark Smith, who writes as The Man in Seat 61, has expressed the “unpopular opinion” that “For Stockholm to Helsinki ‘over the top’ it’s still better to walk/taxi Haparanda to Tornio Itaïnen & catch the 22:17 sleeper to Helsinki.” Smith’s reasoning is that the “17-min connection in Tornio” is “too risky.” Nonetheless, he notes that it is meant to be a “a recognised connection and you will have a through ticket.”

Finland has not operated any trains on foreign soil since the outbreak of Russia’s war with Ukraine in 2022, when it stopped running services to St Petersburg. It’s been even longer since Sweden and Finland had a rail connection, as noted by VR’s Director for New Traffic, Juho Hannukainen, who said: “The last VR train over the boarder operated in 1988 and SJ’s [Swedish state rail firm Statens Järnvägar] in 1992. After a long wait, the return of rail traffic on this route has been met with great enthusiasm.”

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Finnish Minister of Transport and Communications, Lulu Ranne, who travelled on Monday’s debut service, echoed that and said, “Transport connections are also security policy,” hailing the growing cooperation between the neighbouring countries and the way travel links between them would boost resilience.

Meanwhile, Elisa Markula, chief executive of Finland’s state-owned railway operator VR, told AFP the new service is part of a European rail “renaissance” and pointed to increasing passenger numbers.

L’article New international rail service links Finland and Sweden for first time in decades est apparu en premier sur Travel Tomorrow.

The €2-billion deal between Ferrovie dello Stato Italiane (FS Group), its subsidiary Trenitalia France, and Hitachi Rail, will see 19 new trains join FS Group’s fleet by 2029 ready to serve the new route, as well as boosting Trenitalia’s existing services from the Paris to Lyon, Marseille, and Milan.

The new trains will be equipped with “next-generation” Wi-Fi connectivity, an on-board bistro catering offer, and accommodation that the Group says will “provide an even more comfortable travel experience across all classes of service.”

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The announcement of the order has been widely reported as putting FS Group ahead of rivals such as Evolyn and Virgin Trains in the race to occupy the long-standing gap in the Channel Tunnel market. The tunnel is currently operating at only around 50% of its capacity. Customer groups hope the additional services will bring down ticket prices, improve service quality, re-open closed stations, such as Ashford International in Kent, and increase itinerary choice.

The new trains are not the only piece of the puzzle that needs to be operational by 2029 however. An €80-million maintenance facility is in the pipeline for Maisons-Alfort Pompadour, just outside Paris. This will allow Trenitalia to overnight trains there, relieving the pressure on British storage depots. Just one Trenitalia train will remain in London at nighttime, ready for the first morning departure.

Gianpiero Strisciuglio, CEO of the FS Italiane Group, said the contract with Hitachi “represents a strategic step for the FS Group: it strengthens our presence in France, a key market for international growth, and supports the development of increasingly efficient, sustainable, and competitive high-speed services.”

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Strisciuglio added that: “The new trains and the new maintenance hub at Maisons-Alfort Pompadour are also key elements for the launch of the Paris-London link, a central project in the vision of the ‘European Metro’, the integrated high-speed network that will increasingly connect Europe’s major cities.”

The European Metro concept stemmed from proposals such as those put forward by the think tank 21^st Europe, which has advocated for a high-speed network comprising 39 major cities across 22 countries functioning like a unified metro system by 2040.

Also commenting on the deal, Hitachi Rail’s group chief executive officer Giuseppe Marino said it would “deliver high standards of sustainability, operational efficiency and cross-border interoperability, which are increasingly essential to support the growth of international rail traffic.”

L’article Eurostar rival orders 19 high-speed trains for new London-Paris service est apparu en premier sur Travel Tomorrow.

According to a press release by national agency Transport Scotland, it was joined in a working group by Caledonian Sleeper and Scottish Rail Holdings to explore ways to fulfill a Scottish government manifesto promise to improve train connections to Europe.

Caledonian Sleeper presently offers five northbound and southbound night trains between Scotland and travel south via regular English stops such as Preston, Crewe, Birmingham International to the UK capital, six times per week. Northbound services splinter to a range of Scotland’s most popular destinations including Aberdeen, Inverness, Fort William, Glasgow, and Edinburgh.

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All southbound services terminate at London Euston, entailing a further transport connection to London St Pancras for onward journeys to Europe. The advent of a Scotland to Europe route that would remove the need to change to a connecting service could slash journey times and carbon guilt, easing Scottish travellers’ way to Lille, Paris, Brussels, Amsterdam, and beyond.

For Europeans, the service could open up Scottish “coolcation” itineraries, including Edinburgh’s famous castle and festival, coastal and island-hopping adventures, whisky, and golf tours, and the highlights of culture capital, Glasgow.

However, the feasibility study could raise challenges such as Channel Tunnel requirements for specialised security and border clearance facilities. Practical and customs constraints could see European destinations limited to major continental stations with existing border infrastructure, such as Paris Gare du Nord or Brussels-Midi/Zuid.

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Cabinet Secretary for Economy, Tourism and Transport, Stephen Flynn said he was pleased that this work was now underway, and hailed the establishment of the working group as “an important first step in delivering that commitment and will help ensure the feasibility study is informed by the expertise of our rail partners.”

Flynn also cautioned however, that this “is an early-stage exercise, and the study will focus on understanding the practical, technical and commercial considerations” of the project.

It is not the first time a Scottish-European sleeper train has been proposed. In the 1990s, a joint venture pushed by the UK’s Eurostar operator alongside the French (SNCF), German (DB), and Dutch (NS) national railways got as far as building advanced locomotives and coaches, but the project was binned in1997 due to rocketing costs, and a changing marketplace amid the rise of budget airlines.

In contrast, the new proposition comes at a time when night trains are an increasingly popular form of transport, in a competitive sector tapping into passengers’ climate concerns and trends for more experiential travel.

L’article Direct sleeper trains could soon link Scotland with mainland Europe est apparu en premier sur Travel Tomorrow.

Passengers can currently get from London St Pancras to the historic Belgian port city’s Central Station with Eurostar, but it’s via a three-and-a-half-hour journey and a change at Brussels. The new direct London–Antwerp journey will slash 20% off that trip time, taking just two hours 41 minutes, and timetables appear to promise, will not add any additional delay before reaching other existing stops along the route in Lille (France), Brussels (Belgium), or Rotterdam (Netherlands).

There is one drawback, however: the direct Antwerp stop will happen on the existing London to Amsterdam route, but not on the way back from Amsterdam to London. Eurostar explained in a statement that it’s not possible to board in Antwerp for direct travel to London because Antwerp Central Station is not equipped to carry out the necessary international border and security checks. That means those checks will continue to be conducted at Brussels.

Known for its world-famous diamond quarter and design credentials, Antwerp was a medieval powerhouse port that once handled 70% of international trade. It boasts an “intriguing medieval heart with plenty of café-filled cobbled lanes, a riverside fortress and a truly impressive cathedral.” Those delights go hand-in-hand, Lonely Planet says, with a “vibrant fashion and entertainment scene, along with its startling architectural and cultural contrasts.”

Eurostar says, “the new timetable enhances rail connectivity between London and Belgium’s second-largest city, offering a faster and more convenient option for both business and leisure travellers.”

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On the Eurostar website, passengers can purchase a combined ticket, covering both the outward Eurostar and the return domestic rail trip from Antwerp to London, including the necessary change and border checks at Brussels-South. Travel Tomorrow found return tickets ranging from around €110 to €383 for a week-long trip starting on the service launch date in mid-December.

That launch comes in time for Antwerp’s Christmas season. The city’s Christmas Market is spread across some of the city’s most iconic locations including the 16^th-17^th century Grote Markt, Handschoenmarkt, the Groenplaats, and the charming Hendrik Conscienceplein. The 2025 market and Winter in Antwerp festivities attracted over 1.5 million visitors, an uptick of 200,000 year-on-year.

Looking further ahead, an exhibition on the so-called Antwerp Six fashion school will be coming to Antwerp’s MoMu in spring 2027.

L’article Eurostar to launch new direct London to Antwerp service from December 2026 est apparu en premier sur Travel Tomorrow.

This decision follows a spate of alcohol-related incidents, including the assault of a Deutsche Bahn security employee during a routine ticket inspection last week. The allegedly intoxicated passenger reportedly beat and kicked the employee, causing them to fall from a moving train and sustain serious injuries. According to Deutsche Bahn, this attack highlights the link between alcohol consumption and violence across the railway network.

“We are taking action”, said Deutsche Bahn chief executive Evelyn Palla in a statement announcing the new rules. “We have observed too often that violence increases where too much alcohol is consumed.”

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She added that alcohol bans already in place at some stations have led to lower crime rates and less waste, and stated that the railway operator is determined to improve safety for both employees and passengers, citing last week’s “brutal and senseless attack”.

Thirty stations around the country already ban alcohol, including Cologne, Munich and Hamburg. Berlin’s central and Gesundbrunnen stations are next on the list, with the ban expected to take effect on 1 September.

Any passenger found flouting the rule will be asked to leave the station, while repeat offenders may receive permanent bans from all Deutsche Bahn stations.

The ban will apply to platforms and station halls, but restaurants, bars, and other licensed station venues will still be permitted to sell alcohol. According to Deutsche Bahn, passengers will not be prohibited from carrying alcohol in sealed containers in their luggage or shopping bags. 

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The ban will not apply on board trains, where alcoholic drinks will still be available to purchase in dining cars on long-distance journeys.

Alexander Poitz, deputy chairman of the German Police Union (GdP), said that the country’s largest stations were “hotspots of criminal activity”. He said that violent crimes there usually involve alcohol or drugs, and that attacks against security personnel are frequent.

Given that Germany has the largest railway network in Europe, with 33,400 kilometres of track and around 50,000 trains running daily, the police union has criticised the move, saying that it would be difficult to enforce in its current form and would require significant investment in security, surveillance technology and lighting.

Critics have also pointed out that the violence would not disappear with the ban, but merely be displaced elsewhere.

In 2024, the German Federal Police recorded 27,160 violent offences in and around stations across the country.

Germany’s move to ban alcohol consumption is the first nationwide and operator-wide ban in Europe. In the UK, alcohol is generally permitted at National Rail stations and on trains in England and Wales, though Transport for London (TfL) has banned open alcohol across its stations and network since 2008. In Scotland, ScotRail restricts alcohol during night and morning hours. In Belgium and the Netherlands, alcohol restrictions tend to be local or area-based rather than nationwide rail bans.

L’article Germany to ban alcohol at all 5,400 railway stations from October est apparu en premier sur Travel Tomorrow.

The UK start-up first proposed the connection in 2025, when CEO Adrian Quine promised good value ticket prices and a progressive service, calling the Channel Tunnel “one of the great rail routes” for which growing demand provided “a great opportunity to bring real entrepreneurial flair and dynamism with competitive fares.”

Part of Gemini’s dynamism would include “new routes, new stations, new trains, new interiors, new cheaper fares and encouraging people to shift from plane to train,” Quine said.

Introductory prices are expected to see one-way fares to Paris at £59 (around €69). For Standard class passengers, the interior accommodation will include Wi-Fi and ambient lighting, while those in Business Class also benefit from food and a privacy screen.

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Business Matters reports that Gemini Trains will at first operate a fleet of eight electric trains, with a capacity of 550 passengers each, on a route between London and Paris, including Disneyland and Charles de Gaulle airport, then onto Brussels, before “rapid expansion” to destinations such as Frankfurt and Düsseldorf. The London to Cologne trip would take about four hours, the company says, which shaves a third off the current non-direct journey time of six hours.

Demarcating itself from Eurostar and avoiding capacity pressures at St Pancras, Gemini is planning to operate out of Stratford International, with calls at Ebbsfleet International and Ashford International—a station that lost its Eurostar connection in 2020.

Eurostar at present only occupies about 50% of the Channel Tunnel’s slot capacity, and thanks to owner-operator London St Pancras Highspeed (LSPH) incentives, there are other rivals waiting in the wings. Spanish start-up Evolyn have proposed a London to Paris service; Italy’s Trenitalia too; and Virgin Trains is planning to launch a London St Pancras to Paris, Brussels, and Amsterdam route by 2030, with eyes on other French destinations and beyond, to Germany and Switzerland.

Eurostar is not taking these marketplace challenges lying down, with a spokesperson confirming “bold ambitions to grow to 30 million customers.” They have invested up to €2 billion in new Celestia double-decker trains from manufacturer Alstom and have been forging the groundwork for new routes to Frankfurt and Geneva, with a Memorandum of Understanding signed late with Deutsche Bahn (DB) in 2025.

L’article Gemini plans four-hour direct London-Cologne trains by 2030 est apparu en premier sur Travel Tomorrow.

London’s Charing Cross and Waterloo East rail stations are set to close for 22 days between 26 July and 16 August 2026 for what operator Southeastern Railway has called a “once-in-a-generation £20 million (€23.5 million) programme of track, platform and structures upgrades.”

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An additional closure of the same stations also occurred on the weekend of 18 and 19 July, and people planning trips to and around the United Kingdom capital should also be aware that the stations will be shut again on 22 and 23 August and 10 and 11 October 2026.

Most of the disruption is happening during the UK school summer holidays, at the height of the summer season, hitting visitors and leisure travellers the hardest. The reason for that is that overall passenger numbers are significantly lower in the summer months. Scott Brightwell, train services director for Southeastern, explained that: “By consolidating the work into a 22‑day closure, supported by preparation and follow‑up weekends, we can complete the work more quickly and with less disruption overall than the alternative options of 60 weekend closures or four to five 9-day closures.”

Brightwell added: “Doing the work when schools are closed, and commuter numbers are approximately 20 per cent lower, means we can move people safely and reliably via alternative routes.”

This weekend, there will be no trains from #LondonCharingCross or #LondonWaterlooEast.

Trains will be diverted to our other London terminal stations

You can use London Underground at no extra cost to complete your journey.

More information: https://t.co/rvbzfUzpl7 pic.twitter.com/KskV8BpFuo

— Southeastern (@Se_Railway) July 19, 2026

During the main three weeks of closure, Southeastern services will be diverted to London Victoria, Cannon Street, Blackfriars, and London Bridge. Paper tickets will be accepted on some alternative routes, and extra staff are being deployed at key stations to assist people with e-tickets that may not be recognised.

Passengers whose journeys are affected can claim a refund for all ticket types, including journeys made using reasonable alternative routes. A form for claiming the refund will be accessible on Southeastern’s website from Sunday, 26 July.

The Network Rail works are intended to bring “essential improvements” in the shape of 1.8 km of new track, which the operator said was “last replaced in the early 1990s and is now increasingly unreliable.” Over 350 hours of delays have been blamed on recent track faults.

Other improvements include better drainage at Waterloo East, platform renewal at Charing Cross and structural safety work on Hungerford Bridge, parts of which were originally built by the legendary English civil and marine engineer, Isambard Kingdom Brunel, in 1841.

L’article Two major London rail stations to close for upgrades during peak summer season est apparu en premier sur Travel Tomorrow.

In an attempt to combat climate change and to reach net-zero in the near future, the world has been looking at renewable energy sources. Wind, water, and sun are some of the main options, with solar energy without a doubt being the most accessible to most.

Generally speaking, solar panels tend to be placed on rooftops. Not only is this a way to use otherwise lost space but is also allows the panels to be put at an angle, which is beneficial for the energy production. Depending on the location, the ideal orientation and angle might differ from anywhere between 15 and 45 degrees.

A Swiss start-up, however, has been trying to change things up. Since 2023, Sun-Ways has been exploring the concept of equipping railways with solar panels in yet another attempt to maximise the space available to energy production. From the start, their goal has been ambitious.

“There are over a million kilometres of railway lines in the world. We believe that 50 per cent of the world’s railways could be equipped with our system,” Sun-Ways co-founder Baptiste Danichert said speaking to broadcaster SWI Swissinfo in 2023.

The project has been on the tracks since 2023 and after a regulatory period, an open train line pilot project was launched in 2025 in the village of Bütt in the canton of Neuchâtel. 48 solar panels were laid out over 100 meters of railway tracks, with a total capacity of 18 kWp. According to the company, although the lack of inclination led to a capacity loss of 10%, 16,000 kWh were produced over the span of a year – or approximately the annual energy consumption of an all-electric British household.

The project was initially designed as a three-year experiment but early results are positive. Contrary to concerns previously expressed by the International Union of Railways, the panels were sturdy enough not to crack, an anti-reflection coating proved efficient against blinding reflections for train drivers, and brushes attached to the rear of the trains were able to keep the panels clean. meanwhile, built-in sensors monitored the state of the installation, which worked perfectly according to Sun-Ways.

“For this first pilot project, the electricity is sent directly to the grid. But we are already working to reinject the electricity produced with Sun-Ways power plants directly into the railway substations or into the train traction line,” the company told EuroNews.

Given the positive results, Sun-Ways is looking to expand its installation in Switzerland, which could eventually produce one Terawatt hour (TWh) of electricity every year.

The company also signed a contract with an Italian business partner, with the goal to collaborate with Italy’s national railway infrastructure, Rete Ferroviaria Italiana. An Italian pilot plan is expected to be launched over the coming months, while government approval has been obtained to install a solar railway in South Korea.

L’article Solar railway project expected to take off in Italy after successful trial in Switzerland est apparu en premier sur Travel Tomorrow.