歐洲之星

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歐洲之星

營運地區	英國、法國、比利時
服務種類	{{{service_type}}}
路線長度
車站數	11
主要車站	聖潘可拉斯車站（2007年11月13日前停靠站為滑鐵盧車站）、巴黎北站、布魯塞爾南站
軌道標準	資料不詳
營運單位	Eurostar (U.K.) Ltd., SNCF, SNCB
- 網址	www.eurostar.com

歐洲之星（Eurostar）是一條連接英國倫敦聖潘可拉斯車站（2007年11月14日後改為此站）與法國巴黎（北站）、里爾以及比利時布魯塞爾（南站）的高速鐵路服務。這種列車離開倫敦之後便跨越英吉利海峽進入法國，在比、法境內歐洲之星列車與法國TGV和Thalys使用相同的軌道，目前在英國境內正在興建一段與TGV同樣標準的新軌道，這個預計2007年完工的兩階段計畫被稱為海峽隧道連接鐵路（Channel Tunnel Rail Link）。

現況

兩列正停在英國倫敦滑鐵盧國際火車站的歐洲之星列車。

第一班正式營運的歐洲之星列車是在1994年 11月開始，在那之後，歐洲之星列車成為倫敦至巴黎鐵路路線之間最受歡迎的列車，在2004年 11月時，歐洲之星的使用率佔了倫敦至巴黎路線的68%、與倫敦至布魯塞爾路線的63%。目前從倫敦到巴黎需要兩小時又三十五分鐘，而倫敦到布魯塞爾也只需兩小時又二十分鐘，不過在海峽隧道連接鐵路的第二階段於2007年完工之後，這些行車時間都可以再減少二十分鐘。除了加快行車速度之外，第二階段計畫的完工更可以顯著的提高服務倫敦的班次，因為完工後所有的歐洲之星列車都不會受到任何尖峰時間的限制或是軌道調度的問題，所以至少每小時可以增加八班雙向來往倫敦與歐洲大陸的班次。

歐洲之星路線

每天有9-15班歐洲之星往返於倫敦至巴黎及倫敦至布魯塞爾。由於營運公司以最低旅途時間為吸引乘客的賣點，每天至少有一班直達列車往返於三城之間。其餘班次在往返巴黎及布魯塞爾時，列車會在在里爾、加萊弗和丹站-法國北部（Calais-Fréthun）及阿薩福德國際火車站-英國（Ashford International）三站會稍作停留。除了連倫敦、巴黎和布魯塞爾三城之間的班次外，還有往返倫敦至巴黎迪士尼樂園的列車及到法國南部的季節性列車。

夏季有一班列車往返倫敦至Ashford-Avignon Centre。冬季，有兩班倫敦至阿爾卑斯山 Bourg Saint Maurice的列車。這兩班車適合滑雪愛好者。

自從第一班正式營運的歐洲之星列車是在1994年11月開始後，歐洲之星列車成為倫敦至巴黎鐵路路線之間最受歡迎的列車，在2004年11月時，歐洲之星的市場佔有率，在佔了倫敦至巴黎路線的68%。至於倫敦至布魯塞爾路線則佔了63%。為此已節省了393,000萬噸因短途飛行[即倫敦至巴黎及倫敦至布魯塞爾]所產生的二氧化碳，為降低溫室效應作出了不可抹煞的貢獻。也因為海峽隧道的運作，提供了許多就業機會，也令英法兩國的人民和遊客樂於使用這條高速鐵路，對於這條鐵路所帶來的經濟效益，是不容置異的。

從2003年開始，從倫敦出發至巴黎稍微提速至2小時20分鐘。另外，由倫敦出發至布魯塞爾也提高至2小時35分鐘。在2007年11月，英國為提高巴黎和布魯塞爾的速度，開展了稱為"海峽隧道連接鐵路"（Channel Tunnel Rail Link）的計劃，即在英國境內興建一段與TGV同樣標準的新軌道，這個分兩階段進行，預計於2007年完工。完工後往巴黎和布魯塞爾的速度，可達至300千米/小時，除了加快行車速度之外，第二階段計畫的完工更可以顯著的提高往來倫敦、巴黎和布魯塞爾的列車班次。因為完工後所有的歐洲之星列車都不會受到任何尖峰時間的限制或是軌道調度的問題，所以至少每小時可以增加八班雙向來往倫敦與歐洲大陸的班次。

從2007年11月14號開始，歐洲之星列車將從滑鐵盧車站遷至聖潘可拉斯車站。而原來的聖潘可拉斯車站將重建，並對月台進行延長工程，而王十字車站則會讓長度達至394米的歐洲之星列車停泊。

最初公司計劃在歐洲之星列車撤出滑鐵盧車站後，保留一些現有的滑鐵盧國際終端服務，但基於成本問題，計劃已被擱置。前往英格蘭大陸的列車將保留在肯特郡西北面，倫敦東面的艾貝斯費特國際車站（Ebbsfleet International Station ）服務。此車站預計於2009年後,將成為歐洲之星普及英國境內的轉運站,而且時速225公里行駛下17分鐘就能抵達聖潘克拉斯車站。

海峽隧道連接鐵路計劃（Channel Tunnel Rail Link），將令內陸列車和國際線列車分開，提升速度。

機車車輛

主條目：英鐵373型電力動車組

三列資本火車是400米長，稱800噸並且搭載18個車廂的（7個英國地方集合的14的車廂794位乘客，不在使用中）。在Channe的一個事件的情況下，火車在二可以被劃分為了疏散未受影響的車廂的乘客。

In Britain the trains are classified as Class 373 units. They were constructed by GEC-Alsthom (now Alstom) at its La Rochelle (France), Belfort (France) and Washwood Heath (England) sites. They can run on third rail and various catenary voltages, drawing 12 MW of power and achieving a maximum in-service speed of 300 km/h (186.4 mph) when collecting current from 25 kV overhead catenary. They are essentially modified TGV sets, and some Eurostar trains not needed for cross-Channel runs are used in domestic TGV service by SNCF. In July 2003 a Eurostar train set a new UK rail speed record of 334.7 km/h (208.0 mph) during safety testing on the first section of the CTRL. This section opened for commercial services in September 2003 and has shortened journey times by 20 minutes, helping increase passenger numbers by as much as 20%.

The 28 three-capitals Eurostar sets still in daily use for international services have been refurbished with a new interior, designed by Philippe Starck, started in September 2004, following customer complaints and EUKL dissatisfaction at the damage that the interiors had suffered since they had been placed into service. The old grey-yellow look (in Standard class) and old grey-red look (In First/Premium First) are being replaced with a new grey-brown look in Standard and a grey-burnt orange in First class. Power points have been added to seats in First class and coaches 1 and 18 in Standard Class. 頭等車廂被稱為'PremierBusiness'。

由於英國和歐洲內陸的電力系統不同，with the existing lines in the south of England using a third-rail (at 750 volts DC) for powering their trains, and Mainland Europe and elsewhere in the UK using overhead wires, the Eurostar trains are built with both pantographs for Mainland Europe, and third-rail contact "shoes" for use in the UK.所有歐洲之星使用三伏特 (750V DC, 25kV 50 Hz, 3kV DC), with five sets also featuring quad-voltage (1500V DC) circuitry for working in the south of France.

While operating on the pantograph power collection, the Eurostar has to be able to cope with three different standards of overhead catenary: the regular-height catenary as found on the Belgian and French domestic railways and also through Lille and Ashford; the lower-height catenary as found on the high speed TGV lines; and the unique-height catenary that runs through the Eurotunnel itself. The tunnel catenary is located much higher than any other system as the tunnel carries double deck car trains as well as trains carrying heavy goods vehicles. The driver of the train is required to lower the pantographs as he exits one system and raise them again when he enters the new system.

Whenever the driver lowers the pantograph and deploys the 750 volt DC shoe gear to run on the UK South Eastern regional domestic lines, the speedometer scale automatically changes from kilometres per hour to miles per hour. In the short section of track into and out of Ashford International, although the track around the station has dual 750 volt DC and 25 kV AC power systems, the line side speed limit signs are in both imperial and metric so that no change in the speedometer is required.

The Eurostar trains and their drivers also have to be able run under four different signalling systems: the UK domestic system encountered between London Waterloo and just north of the TGV line (CTRL1) near Swanley in Kent; the French domestic system encountered between Paris Gare du Nord and the TGV line; the Belgian domestic system encountered between Brussels Midi and the TGV line; and the TVM signalling on the TGV lines themselves.

歐洲之星的最高時速是300公里（186英哩），在隧道的最高速度是160公里（100英哩）。 In practice, since there is an automatic application of the brakes if the speed exceeds 300 km/h (or 160 km/h when the pantograph is in the tunnel setting), the target speed is in fact 297 and 157 km/h respectively. Speed limits in the Channel Tunnel are dictated by air-resistance, energy (heat) dissipation and the need to fit in with other traffic operating at slower speeds.

1 Extra Eurostar power car was built, numbered 3999. In the event of an incident rendering another without a front power car, the spare could be utilised. This was the case for a couple of years, when 3999 was renumbered and replaced another locomotive during rebuilding at Le Landy. It is usually held at North Pole depot in London.

The sets were designed with Channel Tunnel safety in mind, and are in fact formed of two completely independent "half-sets", each with its own power car. Whilst most of the trailers rest on a shared bogie (truck), the two central trailers do not: they are simply coupled together using a Scharfenberg coupler. In the event of an incident on board, the passengers can simply be transferred to the "good" half of the set, which would then be detached from the other half and driven out of the tunnel to safety. However, during the only incident of fire to have occurred, the power was tripped off by fire damage, making this impossible. One of the 2 Chefs du Train is in fact a fully authorised driver - usually the driver from the other half of the round trip (2 journeys exceeds the driver's maximum driving hours). The driver who is acting as a Chef du Train is required to occupy the rearmost driving cab during that part of the journey through the tunnel.

As well as the central automatic coupling, the half-sets feature Scharfenberg couplings between the power-cars and the first (motor)-trailer. This allows for a total of three points where the train can be separated in an emergency. As well as the coupling, there are many electrical supply cables that are designed to rip apart (break) during a separation. These cables reportedly cost about £30k to replace if performed accidentally.

Due to the high speed of travel, the driver is considered to be unable to see line side signals and to be able to respond accordingly. With the TVM signalling used on the high-speed lines, the target speed for the end of the current block is displayed, along with a flashing indication for the next block if it is a different speed. Also, auxiliary signalling such as the location of neutral sections in the overhead supply and pantograph adjustment zones are displayed in cab as well as by the line side. The operation of the locomotives' circuit breakers over the neutral sections is handled automatically on the TGV lines only, but the pantograph adjustments must be performed by the driver.

The Eurostar trains have 3 braking systems. The motors can operate in a regenerative mode providing dynamic braking. Each axle has 4 disk brakes on it. Both power cars have wheel brakes operating directly on the wheels. The combined effect of the 3 braking systems can bring a train travelling at 300 kph to a complete standstill in 65 seconds. The train covers about 3 1/2 kilometres during this time.

Every Eurostar "power car" has a four-digit number starting with "3" (3xxx) This numbering fits the Eurostar as the TGV Mark 3, Mark 2 being TGV Atlantique, and Mark 1 being the original Paris-Sud-Est units.

The second digit of the Eurostar number is the country which purchased (and owns) the Eurostar. 30xx UK, 31xx Belgium, 32xx France. The Regional Eurostar UK trains are 33xx.

Of the 38 Eurostars sets built, 18 are required for daily three-capitals use. SNCF currently uses three repainted Eurostars for domestic services, one of which can regularly be seen working the Paris-Lille shuttle. After some political wrangling regarding TGV-branded sets turning up in London, the three SNCF domestic-sets had their 750DC shoe-gear and yellow-ends removed, preventing them from working in the UK. GNER leased up to five North-of-London Eurostars for their London-Leeds "White-Rose" service. Just like the borrowed SNCF sets, these were stripped of their Eurostar markings; two sporting a mostly-white livery, with three sets receiving full-length GNER-style deep-navy vinyl wraps. The GNER arrangement concluded in December 2005.

Regional Eurostar and Nightstar

主條目：Regional Eurostar

Part of the original proposal for Eurostar services were Regional Eurostar direct services to Paris and Brussels from Manchester (via Birmingham on the WCML) and Glasgow (via Edinburgh, Newcastle & York on the ECML). Following substantial investment in trains, facilities and test runs the proposed services did not ever run due to various stated reasons, particularly the growth of budget airlines. Seven shorter Eurostar trains were completed and these were handed over to Eurostar (UK) upon the privatisation of British Rail. Three units were leased by Great North Eastern Railway (GNER) to increase capacity on domestic services from London King's Cross railway station to Leeds and York. Some have since moved to SNCF for use on domestic TGV services in northern France. It was a regional Eurostar set, 373313/14, which was used to set the current UK rail-speed record on section one of the CTRL before it opened for public service. Set 373313/14 is named "Entente Cordiale" which, and as well as holding the current UK rail-speed record, has seen use as a VIP charter train having transported the Queen on a state visit to France and to the Entente Cordiale anniversary celebrations in 2004.

Also part of the proposals were international Nightstar sleeper trains along the same routes plus the Great Western main line to Cardiff. These also did not operate and the constructed coaches were sold to VIA Rail in Canada, which branded them as Renaissance Cars.^[1]

It is rumoured that the new HSL-Zuid high-speed rail link from Brussels to Amsterdam and HSL 3 to Cologne may see Deutsche Bahn bid to launch competing services to the UK, such as the possibility of new services from London Heathrow / Watford areas to Amsterdam and Cologne, using the regional Eurostar units. This would require suitable border-control and customs facilities and leasing Eurostar sets, as these are the only passenger trains currently able to comply with Channel-Tunnel safety regulations^{[來源請求]}.

Trivia

所有職員要懂操流行的英語或法語。職員通常會混用成法英語。

火車還行速度由倫敦前往巴黎或布魯塞爾較曼徹斯特為快。 After the complete CTRL is finished, it will be almost faster to take a Eurostar from London all the way to Brussels than the regular train from London to Dover.

A specially built depot was constructed in Manchester for the Regional Eurostar service. The depot famously had the words "Le Eurostar habite ici" - "The Eurostar Lives Here" on the side, which was not removed for many years. The depot was unused until 2005 when Siemens temporarily took it over.

The Eurostar power cars have only a very small windshield/screen when compared to the TGV and other high-speed trains. This is to eliminate the hypnotic effect of driving through a tunnel at speed for 21 minutes.

為了節省時間，immigration clearance is usually conducted for the destination country at the departure station after security control. This allows arriving passengers to simply walk off the platform and go. This is sometimes revoked depending on political circumstances.

It can cost more than £20 in energy to stop a Eurostar from full speed using dynamic and rheostatic braking.

在倫敦的北極車廠約一哩長，職員在工作使用自行車。

Because of the design of the carriages, Eurostar accommodates wheelchairs only in first class where there are wheel-chair accessible toilets in the centre of the train.

法國車票由SNCF發售，比利時由NMBS/SNCB發售，英國由Eurostar發售。

A Commuter service from Calais to London was proposed when the CTRL is finished. This would take under 1 hour for a Calais–London journey, or approximately 45 minutes for Calais–Ashford, placing France in the same commuter-belt as Peterborough, Leicester or Brighton.

38程的歐洲之星之旅約2000歐元。當你乘座38次歐洲之星，你可以獲得一次免費乘坐歐洲之星經濟客位的車票。

Le Landy depot in Paris is the only place where TGV Mk1 (Méditerranée), TGV Mk2 (TGV Atlantique), TGV Mk3 (Eurostar) and TGV Mark 4 (Thalys) can be seen together.

At London Waterloo French police operate, whereas at Paris' Eurostar station UK Immigration Service operate.

組織

Eurostar services are under unified management, the Eurostar Group. In each country，以下是歐洲之星成員公司：

比利時 — NMBS/SNCB
法國 — SNCF
英國 — Eurostar (U.K.) Ltd. or (EUKL)
- EUKL managed (under contract) by InterCapital and Regional Rail (ICRR), a consortium of:
  - National Express Group (40%),
  - SNCF (35%)
  - NMBS/SNCB (15%)
  - British Airways (10%).