2025 | The Channel Tunnel prepares for more trains, more competition and new destinations

From Berlin to Geneva and beyond, so far – it’s July when this is written – 2025 has seen a wave of announcements shaping the future of international train services to and from the United Kingdom.

As the Channel Tunnel approaches its 40th anniversary, London St. Pancras International is poised for the most transformative decade in its history.

A year of momentum for international rail

The first half of 2025 has brought a steady drumbeat of – overly? – ambitious plans and strategic declarations concerning cross-Channel rail.

The momentum is unmistakable. With European governments prioritising sustainable travel and rail operators eyeing new markets, London St. Pancras International is emerging as the epicentre of a rapidly expanding network of high-speed international trains.

In February, the company London St. Pancras Highspeed and Getlink, the operator of the Channel Tunnel, announced their shared ambition to triple services between the United Kingdom and France, Belgium, and the Netherlands.

They also pledged to extend operations to Germany and Switzerland, recognising the tunnel’s untapped capacity.

These plans were presented as part of a broader vision to turn the Channel Tunnel corridor into a ‘European high-speed backbone’, matching rising passenger demand while offering a competitive alternative to short-haul flights.

Opening the door to competition

The conversation took a sharp turn in April, when a series of announcements pointed to the long-awaited liberalisation of cross-Channel passenger services.

For more than 30 years, Eurostar has enjoyed a near-monopoly on the London–Paris and London–Brussels routes.

However, signs of change became evident when, on 1 April, news broke that the Temple Mills International Depot in East London, currently home to Eurostar’s fleet maintenance, could be opened to rival operators. The lack of depot space has long been cited as a barrier for new entrants seeking to challenge Eurostar.

Just days later, London St. Pancras Highspeed reaffirmed its commitment to competition by pledging direct financial support for any new cross-Channel services.

On 8 April, Italy’s Ferrovie dello Stato Italiane (FS) revealed its intention to launch a London–Paris high-speed route, with the Italian operator actively exploring rolling stock and certification requirements for the Channel Tunnel. FS, through Trenitalia, has already disrupted the French and Italian high-speed markets and is now positioning itself to do the same on the most lucrative cross-border corridor in Europe.

Eurostar strikes back

Eurostar, recognising the shifting landscape, took the opportunity in early May to call for a coordinated UK rail strategy for international services.

On 5 May, the company urged the British government to invest in border facilities and infrastructure at St. Pancras, warning that capacity constraints could limit future growth. Eurostar also unveiled plans to purchase 50 new high-speed trains, modernising its fleet and bolstering capacity to meet rising demand.

Eurostar’s announcement coincided with new moves by other players. On 14 May, a bilateral agreement between the UK and Switzerland was signed, bringing the long-discussed London–Switzerland route closer to reality.

A direct London–Geneva service, likely via Paris and Lyon, could become a flagship route for sustainable travel, competing with one of Europe’s busiest air corridors.

Gemini Trains and the ‘Uber’ model

By late May, the market was abuzz with talk of new operators. A new concept, Gemini Trains, presented a plan to offer what it described as ‘Uber-style’ services between London and Paris, as well as London and Brussels.

The proposed model focuses on high frequency, lower ticket prices, and more convenient boarding options. A key element of the plan is to use Stratford International—currently underused for international services—as an additional stop, broadening access for East London and neighbouring regions.

Around the same time, Alstom, the French train manufacturer, announced its intention to run double-decker high-speed trains through the Channel Tunnel.

On 30 May, the company suggested that duplex models, similar to those used on French domestic services, could greatly increase passenger capacity without increasing the number of trains, provided they meet the tunnel’s safety and clearance standards.

Long-term vision: Frankfurt and Geneva

In June, Eurostar outlined its long-term expansion plans. On 10 June, the operator confirmed that London–Frankfurt and London–Geneva services were slated for launch by 2030.

These routes would extend Eurostar’s reach deep into continental Europe, connecting the British capital directly with two of the most important business and leisure hubs on the continent.

The company also unveiled plans for a Geneva-bound service starting in Amsterdam and passing through Antwerp and Brussels, creating a pan-European network of high-speed connections.

The St. Pancras expansion

As July began, attention turned to the infrastructure needed to handle this wave of expansion. On 7 July, Eurostar and St. Pancras Highspeed jointly announced their support for a major redevelopment project aimed at doubling the station’s passenger capacity.

St. Pancras International, originally designed to handle fewer services, has long been constrained by border and security checks. The proposed expansion would modernise facilities, improve passenger flow, and allow for the additional trains that future operators will bring.

London–Berlin: A historic first

The most striking announcement of the summer came on 18 July, when the United Kingdom and Germany revealed their joint ambition to launch a direct London–Berlin train service.

Such a link would be a historic first, connecting the British capital to the German capital by high-speed rail.

While direct rail travel to Germany is currently only possible with changes in Brussels, the proposed London–Berlin route would offer a single-train connection, potentially transforming the way passengers travel between the UK and central Europe.

A changing landscape

These developments mark a clear turning point in the history of cross-Channel rail. Once seen as a niche market dominated by a single operator, the London-to-Europe corridor is now poised for competition, diversification, and substantial capacity growth.

Governments are signing bilateral agreements to facilitate new routes, infrastructure managers are planning station expansions, and manufacturers are designing rolling stock that can maximise the Channel Tunnel’s capacity.

At the same time, the rising interest from Italy’s Trenitalia and the bold ambitions of newcomers like Gemini Trains suggest that the monopoly era of Eurostar may be drawing to a close. If these projects come to fruition, travellers will have more choice, better prices, and a greater range of destinations, from Berlin to Geneva and beyond.

Looking ahead

The remainder of 2025 is likely to bring further announcements, particularly as St. Pancras prepares for its redevelopment and as operators finalise their plans for new rolling stock. The UK–Switzerland agreement and the Germany–UK talks indicate that governments are increasingly willing to support international rail as a strategic alternative to short-haul flights, in line with Europe’s broader decarbonisation goals.

What began in February with an ambition to triple cross-Channel services has, in the span of just six months, evolved into a complex and ambitious vision for the next decade of European high-speed rail. St. Pancras International is once again at the forefront of this transformation, set to become not just a gateway to Paris and Brussels but a genuine hub linking London to a growing European high-speed rail network.

But will it all happen?

There many announcements, but travelling by train through the Channel Tunnel is expensive and requires rolling stock adapted to the technical and safety standards.

Also, Brexit has’t made the life of travellers to and from the UK easier. London St. Pancras International needs to free up much more space for the airport-style terminal and passport controls.

Otherwise all these ambitious announcements will come to nothing.

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2025 | The Channel Tunnel prepares for more trains, more competition and new destinations