French train manufacturer Alstom has confirmed that it is in discussions to supply its high-speed double-decker Avelia Horizon trains for use through the Channel Tunnel. While no contract has yet been signed, the move could significantly reshape rail services between London and mainland Europe, particularly on the heavily trafficked London–Paris route.
If approved, these would be the first double-decker high-speed trains to operate beneath the Channel.
A new era for cross-Channel travel?
Alstom’s Avelia Horizon is currently the only high-speed double-decker train in the world. It is designed for speeds of up to 320 km/h (200 mph), offering both high capacity and low cost per seat.
According to Alstom, the train complies with technical standards for operation in France, Great Britain, and the Channel Tunnel. The company has confirmed to The Independent that it is “in discussion with a number of operators” about deploying these trains through the Tunnel, though no names have been officially disclosed.
However, sources cited by The Telegraph suggest that Eurostar is actively considering the double-decker design for its future fleet.
Virgin Group, which earlier this year announced its intention to enter the cross-Channel passenger rail market, is also believed to be evaluating the Avelia Horizon for its prospective services. A Virgin spokesperson told The Independent that the company is “speaking to a number of potential manufacturers” in pursuit of “the best trains to meet our cross-Channel rail ambitions.”
A strategic advantage in a competitive market
Alstom’s CEO until today, Henri Poupart-Lafarge, has been a prominent voice championing the Avelia Horizon’s capabilities. He emphasised that deregulation in the high-speed rail sector has created openings for both traditional and new operators seeking to scale up their fleets.
“Even traditional operators are now interested in acquiring more rolling stock to cope with increasing demand”, he said. “The double-decker train has a lot of advantages. It’s a very high-speed train with the lowest cost per seat and the highest capacity.”
Alstom already has confirmed orders for the Avelia Horizon, including 115 units for SNCF in France, 12 for Proxima (France’s first private high-speed operator), and 18 for Morocco’s ONCF.
However, due to its strong order book and limited production capacity, an Alstom spokesperson warned that future availability may operate on a “first come, first served” basis.
Technical compliance and regulatory hurdles
Despite Alstom’s public confidence, the path to approval is not yet guaranteed. Channel Tunnel safety regulations are particularly rigorous, overseen by the Intergovernmental Commission and national safety authorities.
All trains must comply with strict standards on fire safety, emergency procedures, and technical compatibility. According to Poupart-Lafarge, while the Avelia Horizon fits the loading gauge for London St. Pancras and the high-speed line was built to European specifications, the double-decker layout may still pose challenges in meeting evacuation requirements.
One of the core concerns centres around emergency evacuations from the train’s lower level. Current Channel Tunnel safety procedures assume evacuation corridors are located on the upper deck, raising questions about how passengers—particularly those with limited mobility—would safely exit the train in the event of an emergency.
Independent railway commentator Jon Worth has pointed out that this issue, though potentially solvable, remains unresolved. Formal authorisation, if granted, could take several years to complete.
Eurostar’s monopoly under challenge
The potential arrival of new rolling stock and operators comes amid growing momentum to open up the Channel Tunnel to competition. In March, the United Kingdom’s Office of Rail and Road (ORR) released findings from consultancy firm IPEX confirming that capacity could be freed at Temple Mills depot in north-east London. This location has long been viewed as a bottleneck limiting new entrants. The ORR concluded that by removing disused stock and optimising operations, the site could accommodate up to nine additional trains.
Virgin described this as a “green light for competition,” and Gemini Trains, another challenger operator, has also expressed confidence in the depot’s capacity.
However, Eurostar, the incumbent operator for over three decades, has pushed back. While it acknowledges that some capacity could be made available, Eurostar argues it is insufficient to support competitors given its own plans to double passenger volumes and procure up to 50 new trains.
In an effort to shape the debate, Eurostar has proposed long-term infrastructure investments, including the construction of new depots in Kent or East London, moves critics say would stall competition for years. Meanwhile, Alstom’s double-deckers could gain approval more quickly if adopted by Eurostar itself, though that scenario remains speculative.
High-speed future still in the making
The potential deployment of Avelia Horizon trains through the Channel Tunnel represents a significant technological and commercial opportunity for Alstom. Yet for now, the project is still in its early stages. Talks are ongoing with several unnamed operators, and all parties involved acknowledge that certification and fleet delivery would take years to complete.
As pressure builds to liberalise the cross-Channel rail market, the race to introduce next-generation trains is intensifying. Whether the future of travel between London and Paris will be defined by double-deckers remains to be seen—but the groundwork is clearly being laid for a transformative new chapter in European high-speed rail.
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