Move

Competition for Eurostar? Temple Mills International Depot has space for competitor’s trains

Posted by Timothy on

Eurostar is facing increasing competition for services through the Channel Tunnel from the United Kingdom to France following a significant update from the Office of Rail and Road (ORR), published on 31 March 2025. The railway regulator has determined that additional capacity is available at the Temple Mills International Depot in London, a key facility for high-speed international rail services. 

While talking about space in a depot (the ‘garage’ for trains) isn’t sexy, this decision could pave the way for new operators such as Virgin, Evolyn, and Gemini Trains to challenge Eurostar’s long-standing monopoly on the cross-Channel route.

The ORR’s findings are based on an independent report by consultancy group IPEX, which assessed Temple Mills depot’s ability to accommodate additional trains. 

Move!

The study found that, while the depot can normally handle 15 full-length Eurostar trains—with a maximum of 20 under constrained conditions—Eurostar typically only utilises between 6 and 10 of its depot slots at any given time. Some space is currently occupied by decommissioned trains and spare parts, but the report suggests that by removing just one of these out-of-service trains, more capacity could be created for active rolling stock.

The report states that some of the unused depot capacity could be made available to other operators without altering existing operational processes. 

However, additional investment would be required to modify certain depot functions to accommodate different classes of trains.

 Despite this, the study concludes that opening up space for rival operators is a feasible option, with potential to increase the depot’s efficiency and throughput. 

The facility, which is the only UK depot compatible with European UIC gauge trains, currently operates well below its maximum intake capacity, handling just 0.5 train arrivals per hour despite being capable of managing up to 1.3 arrivals, or even 3 in emergencies with operational adjustments.

Challenge

In response to the report, the ORR has invited stakeholders to submit evidence that could either support or challenge its findings before issuing a final decision. 

Eurostar’s response

“Eurostar welcomes this independent study by the Office of Road and Rail. It confirms what Eurostar has said all along: the Temple Mills depot is effectively almost full today for major maintenance work and would require investment to meet the growing demands of international rail”, Eurostar says in a press release, trying to turn the narrative. 

“The options presented in the report could help create some capacity, but this would not be enough to accommodate the stated ambitions of any single operator. This includes the three organisations who have applied to the regulator and the needs of Eurostar itself.”

“Eurostar has complied fully with the regulatory process and will continue to do so. This is in advance of any train orders being placed – and years ahead of those trains being built and needing to access Temple Mills.”

“We believe the conversation now needs to move beyond the inadequate space within the existing depot to look at the bigger picture. Capacity constraints have always been a challenge – whether in stations, at the borders or on-board trains. For 30 years, Eurostar has successfully found new solutions, working closely with stakeholders, and always with our customers in mind.”

“Demand for international rail and sustainable travel is at an all-time high, which is a hugely positive story for European connections and the planet. Eurostar is once again accelerating sustainable growth by aiming to reach 30 million passengers and will invest close to €2 billion in up to fifty new trains for customers to enjoy.”

“Eurostar is willing to invest once again in new maintenance capacity and in many other areas to help deliver our ambitious growth plans. Other operators should consider investing in the system as well. We welcome the opportunity for discussion with government and the regulator to create an ambitious framework to unlock this private investment and deliver the economic growth, stronger connections and sustainable contribution which this historic moment for international rail travel promises to deliver.”

Welcoming reactions

Despite Eurostar’s objections, prospective competitors have welcomed the ORR’s findings. 

Virgin described the report as a “green signal for competition”, stating that previous claims about a lack of depot space had been a major barrier to entry. 

It hinted at an upcoming announcement regarding its own plans for the Channel Tunnel route. 

Similarly, Gemini Trains expressed optimism, emphasising that the report confirmed sufficient capacity for its services both within the depot and in surrounding stabling areas. The company reiterated its commitment to engaging with the ORR and submitting a detailed response to secure access rights.

Dr Phil Evans, connected to Gemini Trains, published his point of view on LinkedIn.

Other challenges

However, while the report removes one major obstacle, challenges remain for new entrants. 

Any prospective operator must still secure rolling stock that meets cross-Channel specifications, obtain regulatory approval in both the UK and the European Union, and negotiate access to security facilities on both sides of the tunnel. 

Additionally, Eurostar, which manages daily operations at Temple Mills despite the site being owned by London St Pancras Highspeed (formerly HS1 Ltd), retains significant control over scheduling and access to key infrastructure such as maintenance bays, wheel lathes, and carriage washing facilities. The company may use this leverage to delay or complicate new operators’ entry, raising concerns over operational compatibility, maintenance standards, and resource sharing.

The ORR’s findings mark a turning point in the battle for competition on the Channel Tunnel route, but the outcome remains uncertain. 

As Gemini CEO Adrian Quine acknowledged, “The depot is a sticking point—not just for us, but also for Virgin and other potential operators.”. 

With commercial, regulatory, and logistical hurdles still to overcome, the prospect of a true alternative to Eurostar may take years to materialise.

More on night trains and transcontinental train travel