In 2024, I showed Oscar from Denver, Colorado the highlights of London. It was his first time in England. In contrast, Thanh and I have been to the capital of the United Kingdom many times. During the weekend of Pentecost 2026, we went together for a weekend of museums, food, and a concert.

Because it has currently a monopoly, because it’s not cheap, because the Channel Tunnel provides challenges, because delays and running issues tend to be dramatic and widely covered, Eurostar is perhaps not a a “love to hate” brand, but at least a “love to complain about” brand. 

But, for now,  Eurostar is your only options to reach Albion by train from the Netherlands, Belgium, and France. Our last review dates from 2024. Has it  changed. Is the meal in Eurostar Plus even more downsized? What is a Eurostar rode to St Pancras International like in 2026?

It’s a nice coincidence we had both train types for this excursion to London. 

Eurostar e300

The original Eurostar trains, now branded as the Eurostar e300, entered service in 1994 alongside the opening of the Channel Tunnel. Officially known as the British Rail Class 373, or TGV TMST in France, the trains were developed by GEC-Alsthom (now Alstom) as a bespoke high-speed train for international travel between the United Kingdom, France, and Belgium. They were heavily based on the French TGV family, but required substantial modifications to operate safely through the Channel Tunnel and on Britain’s smaller railway loading gauge.

The e300 sets were designed during an era when Eurostar services still operated beyond dedicated high-speed lines in Great Britain. As a result, the trains were equipped to run on several different electrification systems, including the former third-rail network in southern England. They also incorporated extensive fireproofing and safety measures for Channel Tunnel operations. 

Each train consists of two power cars with articulated passenger coaches in between, creating the long, sleek profile that became synonymous with Eurostar for more than two decades. The trains can reach speeds of 300 km/h and were among the fastest passenger trains operating in the United Kingdom.

Although many of the original fleet have now been retired, several refurbished sets remain in service. Eurostar introduced the ‘e300’ branding after the arrival of the newer Siemens-built trains in order to distinguish the older fleet from the latest generation. 

Refurbished interiors brought a more contemporary appearance, including redesigned seating, upgraded lighting, and refreshed onboard facilities, while still retaining the distinctive TGV-derived layout and ride quality that many travellers associate with classic Eurostar journeys.

Eurostar e320

The Eurostar e320, officially designated British Rail Class 374, represents the next generation of Eurostar rolling stock. Built by Siemens Mobility and based on the Velaro platform, the trains entered passenger service in 2015 and were intended to modernise Eurostar’s fleet while enabling expansion beyond the traditional Paris and Brussels routes.

Compared with the earlier e300 sets, the e320 trains are more powerful, more spacious, and technically more versatile. They were specifically designed to operate across multiple European signalling and electrification systems, allowing Eurostar to introduce services to destinations such as Amsterdam. The older Class 373 fleet lacked compatibility with some Dutch and German infrastructure requirements, particularly newer signalling systems, which limited operational flexibility. The e320 was developed to overcome those constraints.

Each e320 train is formed of 16 coaches and offers around 900 seats, significantly more than the older trains. The interiors feature a more open and modern design, with larger luggage areas, improved passenger information systems, and a quieter onboard atmosphere. 

From the outside, the e320 also differs noticeably from the original Eurostar trains, adopting the streamlined Siemens Velaro nose design rather than the traditional TGV-style power cars of the e300.

The e320 fleet also operates at a higher maximum speed of 320 km/h, although operational speeds are often determined by infrastructure and signalling limitations rather than the trains themselves. Today, the e320 forms the backbone of Eurostar’s international operations, particularly on routes linking London with Paris, Brussels, Rotterdam, and Amsterdam. While the original e300 trains remain iconic pioneers of cross-Channel rail travel, the e320 reflects Eurostar’s shift towards a more modern, pan-European high-speed network. 

Eurostar Plus

Eurostar Plus sits in the middle of Eurostar’s three-class structure, positioned between the more basic Eurostar Standard offering and the higher-end Eurostar Premier experience. Introduced as part of Eurostar’s rebranding and harmonisation of travel classes across its network, it effectively replaced Standard Premier on cross-Channel routes and Comfort or Premium products on continental services.

In practical terms, Eurostar Plus is designed as a comfort upgrade rather than a fully premium product. Compared with Eurostar Standard, passengers receive wider and more spacious seating, additional legroom, and a quieter environment that is generally better suited to working or relaxing during the journey. 

On routes to and from London, the ticket also includes a light meal and drinks served at the seat, whereas Standard passengers must purchase food and beverages separately from the Eurostar Café. Both Standard and Plus include free wi-fi, power sockets, and the same luggage allowance of two large bags plus hand luggage. Fare flexibility is also broadly identical, with ticket exchanges possible without a fee up to one hour before departure, subject to any fare difference.

The differences between Eurostar Plus and Eurostar Premier are more substantial. Premier functions as Eurostar’s business-class equivalent, adding lounge access in major stations, priority boarding on London routes, more generous ticket flexibility, and a more elaborate onboard catering service on selected journeys. 

Premier passengers also benefit from a same-day boarding guarantee and an increased luggage allowance. While Plus focuses mainly on onboard comfort, Premier extends the premium experience to the entire journey, from station facilities to after-sales flexibility.

In terms of onboard atmosphere, Eurostar Plus is often regarded as a compromise between value and comfort. The seating layout provides noticeably more personal space than Standard, particularly for solo travellers, but without the exclusivity or station perks associated with Premier. 

Passenger reactions suggest that the value proposition depends heavily on pricing. When the supplement over Standard is relatively small, many travellers consider the upgrade worthwhile for the extra space alone, especially on longer journeys such as London to Amsterdam. When fares approach Premier pricing, however, the distinction becomes less clear-cut.

The onboard catering included in Eurostar Plus is also more modest than in Premier. Meals are typically light dishes rather than the chef-designed menus associated with the highest class, and service standards have reportedly evolved over time. Some frequent travellers have noted reductions in complimentary items and simplified catering compared with earlier versions of Standard Premier.

Overall, Eurostar Plus occupies a middle ground within the operator’s product range. It offers a more spacious and quieter environment than Standard, while stopping short of the lounge access, priority services, and broader flexibility that define Premier. For many passengers, particularly leisure travellers seeking additional comfort on journeys of two to four hours, it functions as a pragmatic upgrade rather than a luxury experience.

Our journeys

Our journeys to and from London St Pancras International were very smooth. Every aspect, really. From security, border control, waiting, boarding and the ride itself. I’ve had more stressful journeys to London. And there have been incidents of technical issues at all stages, causing delays and cancellations. 

But not this time.

The seats in Eurostar Plus are comfortable and roomy enough for a two to four hour trip (if you do London to Amsterdam). A much nicer space than in Eurostar Standard. 

The light meal? Well, it won’t win prices. It’s nearer the level of ‘snack’ than ‘meal’. 

Even in higher classes, economics rule and we’re not the 90s anymore. Train travel is less an event, and more a way to get from A to B, or in this case, from B to L. If you want better service, try deluxe trains by Belmond or Trenitalia‘s Business Executive. But pay the price. 

So?

While many are yearning for competition in the Channel Tunnel, hoping for better service and / or better prices (that remains to be seen, after a honeymoon period), Eurostar is far from a bad product. But it’s not glamourous.