Eurostar is calling for a long-term national strategy and significant infrastructure investment to support international rail growth, warning that without coordinated action, the United Kingdom could squander a major opportunity to expand sustainable cross-Channel travel. The appeal comes as competition to enter the Channel Tunnel rail market intensifies and pressure mounts to end Eurostar’s decades-long dominance.

In its response to the Office of Rail and Road’s (ORR) recent consultation on capacity at the Temple Mills depot in East London, Eurostar acknowledges the potential to free up some space at the site but strongly argues that piecemeal fixes are insufficient. 

The Temple Mills facility—currently the UK’s only depot capable of maintaining European UIC-gauge high-speed trains—is central to the ORR’s strategy to open up Channel Tunnel access to new operators. However, Eurostar contends that a short-term approach won’t work and risks derailing future rail growth.

50 new trains

Eurostar, which plans to double its annual passenger numbers to 30 million by buying up to 50 new trains, says its own expansion was not adequately considered in the ORR’s report. 

The company has committed to upgrading both Temple Mills and London St. Pancras International Railway Station to accommodate growth. But it warns that the combined ambitions of all prospective operators cannot be met within Temple Mills alone.

Depot capacity under scrutiny

According to the ORR-commissioned Ipex report, Temple Mills typically accommodates 6 to 10 Eurostar trains, with capacity for up to 15 trains in normal operations and a maximum squeeze of 20. 

By improving scheduling and removing older trains, space could be made for an additional 4 to 9 trains—enough, according to the ORR, for at least one new entrant. 

This has prompted interest from companies such as Virgin, Gemini Trains, and Italy’s FS Group (aka Trenitalia), all eyeing a share in the cross-Channel market. Virgin even described the findings as a ‘green light’ for its service ambitions.

Disputing

But Eurostar disputes the viability of this route. It argues that Temple Mills is already strained and unsuitable as a long-term solution for a liberalised international rail market. Instead, the company is proposing the development of entirely new depots in Kent and East London, pointing to potential sites like Ashford’s Hitachi facility, Ripple Lane, Dollands Moor, and the HS1 chord at Fawkham Junction.

Critics: long-term vision or strategic delay?

While Eurostar positions its proposal as a forward-looking call for sustainable investment, some observers interpret it as a strategic move to delay competition. 

Building a new depot capable of servicing international trains—complete with long sidings, sheds, access roads, and connections to the HS1 line—could take the better part of a decade. 

Acquiring land, securing planning permission, and completing environmental assessments are all time-consuming hurdles. Critics suggest that pushing for new facilities effectively shifts the competition timeline well beyond 2029, buying Eurostar time to entrench its market position.

Moreover, although the ORR can require Eurostar to share Temple Mills if spare capacity exists, Eurostar controls daily operations at the depot and could complicate access through operational objections or tough commercial terms.

A carefully framed message

Eurostar insists it welcomes competition. “This is an enormously positive problem to solve as the demand and the willing is there”, said Gareth Williams, Eurostar’s General Secretary. “Eurostar wants to help find solutions.”

But its message is clear: infrastructure must expand significantly, and new entrants should be prepared to invest—just as Eurostar has over the past 30 years. 

“We support competition and growth through international rail”, Williams added, “but without serious investment in infrastructure to create more room, we risk not fulfilling the massive potential of sustainable European travel.”

As pressure builds to liberalise cross-Channel rail services, Temple Mills has become the symbolic battleground between legacy and future. 

Whether Eurostar’s call for long-term planning is a visionary push for smarter infrastructure—or a savvy tactic to slow down rivals—will depend on how quickly others can turn potential into progress.

The full press release: Eurostar calls for big picture plan and investment to unleash international rail growth

London, 28th April 2025 – Eurostar today submitted its response to the Office of Rail and Road’s consultation on capacity at the Temple Mills International depot. This urges the regulator to help bring the industry and Government together to work on a long-term plan for international rail which considers the growth ambitions of all operators and encourages private investment in new depot facilities beyond Temple Mills.

Last month’s Ipex report, commissioned by the ORR, confirmed that while there could be some space created at Temple Mills, it is limited. Importantly, it is not sufficient to accommodate all potential operators, including Eurostar’s own future plans which were not considered in the report. These include intensifying use of its current fleet to provide more services and buying up to 50 new trains. To prepare for this, Eurostar will invest in new facilities at Temple Mills and is working with London St. Pancras Highspeed to enlarge St Pancras International.

Eurostar and other operators combined stated ambitions equate to around 100 trains, with investment in the billions. This huge growth ambition shows the potential of international rail for customers and the UK economy – but it depends on depot infrastructure that can meet this demand. Eurostar’s response proposes that a number of options alongside Temple Mills could be considered in Kent and East London and encourages other operators to invest in new facilities, as Eurostar itself is doing and has done for 30 years.

“We support competition and growth through international rail,” says Gareth Williams, Eurostar’s General Secretary, “but without serious investment in infrastructure to create more room, we risk not fulfilling the massive potential of sustainable European travel. This is an enormously positive problem to solve as the demand and the willing is there. Eurostar wants to help find solutions. What’s needed now is a big picture vision and investment by any operator who wishes in new depot facilities at Temple Mills and beyond.”

Eurostar highlights two key areas in its response to the ORR:

1. Eurostar’s growth plans have not yet been considered Eurostar is investing billions of pounds in new trains, stations and facilities, creating more space for passengers and delivering more frequent services. It aims to grow to 30 million passengers. This depends on crucial upgrades to Temple Mills – the only UK site where Eurostar trains are maintained and stored. The ORR report and process has not yet factored in Eurostar’s growth plans, which include investments in Temple Mills.
2. A long-term plan for international rail infrastructure is needed, with options beyond Temple Mills The UK needs a clear national strategy for supporting international rail. This could include utilising other depots such as Southeastern and Hitachi’s Ashford Train Maintenance Centre, freight facilities at Dollands Moor, Singlewell depot, Ripple Lane, HS1 chord and Fawkham Junction, and other land/sites in East London to build brand new facilities. With demand for international rail and sustainable travel at an all-time high, the UK cannot afford to fall behind.

Gareth Williams adds: “Eurostar stands ready to collaborate with the Government and the regulator on a framework that will unlock private investment, grow sustainable travel, and deliver world-class rail services for more passengers.” 

The report.

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