Independent study concludes that operational tweaks could free-up capacity at Eurostar’s Temple Mills International depot for competitors

 
Eurostar has stored redundant rolling stock at Temple Mills International (PA Images/Alamy)

 
The Office of Rail and Road (ORR) has confirmed that Eurostar’s Temple Mills International (TMI) depot in East London could accommodate additional trains if required. The findings follow an independent study commissioned by the ORR to assess the facility’s capacity.

The study, conducted by Ipex, comes as three open access operators – Evolyn, Virgin, and Gemini Trains – seek to challenge incumbent Eurostar’s dominance in international rail services. The report concludes that while changes to operational and maintenance arrangements, as well as potential infrastructure modifications, would be necessary, additional capacity could be unlocked at the depot.

Eurostar, which leases the site from the Department for Transport, has consistently maintained that there is no available space for additional operators. However, the findings appear to support the arguments put forward by Evolyn, Virgin, and Gemini Trains, all of whom have requested depot access.

Ipex’s report indicated that “some latent capacity can be accessed without changing current operational practices”

Ipex’s report indicated that “some latent capacity can be accessed without changing current operational practices”. However, it added that “to access the full extent of the identified latent maintenance shed capacity, changes to existing operational practices are necessary.”

According to the study, TMI typically accommodates up to 15 train sets. Eurostar’s operational fleet regularly occupies between six and 10 of these spaces, while a decommissioned Eurostar set has been stationed indefinitely on one of the reception roads.

Although the report notes that the depot occasionally nears maximum normal capacity, it also suggests that using additional reception and lavatory discharge area (LDA) roads could ensure occupancy remains within the 15-set limit. “In its current use, the latent capacity (maximum number of additional sets) at Temple Mills varies between four-eight sets over a 24-hour period,” the report noted. “The quantity increases to five-nine sets with the removal of one decommissioned set from the depot.”

The report highlighted underutilised capacity at TMI, noting an average arrival rate of 0.5 trains per hour, with spare capacity of 0.8 per hour – even at peak times – without disrupting operations. While the peak arrival rate reaches three sets per hour, Ipex stressed that any operational changes must consider the depot’s maximum normal capacity.

Unlocking additional maintenance shed space may require investment and process adjustments. The report found two free shed roads during the day and one at night, but Eurostar occasionally occupied more shed roads than necessary.

“Sets may continue to occupy the shed following completion of maintenance until their departure,” Ipex found, citing the limited number of stabling roads (three) compared to shed roads (eight) and the underutilisation of reception and LDA roads for stabling or departures.

The full extent of the identified Latent Maintenance Shed Capacity could be realised if tasks such as interior cleaning, interior repairs, and driver preparation, which are occasionally performed in the shed, were always completed elsewhere

Ipex concluded: “The full extent of the identified Latent Maintenance Shed Capacity could be realised if tasks such as interior cleaning, interior repairs, and driver preparation, which are occasionally performed in the shed, were always completed elsewhere.”

Although Ipex could not determine exactly how long trains remain in the shed post-maintenance, it states that “using the reception roads would provide an alternative location for these activities and therefore unlock more shed capacity.”

To improve capacity at Temple Mills, Ipex outlined some potential options. These include:

  • Upgrading lavatory facility roads to either double train throughput or allow for light maintenance and train preparation;
  • Modifying four reception roads or three stabling roads to support cleaning, preparation, and light maintenance;
  • Enhancing walking routes and staff facilities to enable more efficient operations; and
  • Removing decommissioned train sets to free up space.

The report notes that four half-sets of withdrawn Class 373s have been at the depot since 2019 and are being used for parts reclamation. “For Eurostar, it is normal practice, but it is not considered industry practice,” concluded Ipex. “Depot space would typically be given preferentially to stabling and maintenance of operational sets.”

Stakeholders now have until April 28 to submit evidence that may support or challenge the findings before the ORR publishes its final conclusions.

 
This article appears in the latest issue of Passenger Transport.

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