British Rail Class 373

British Rail Class 373 / Eurostar e300

Company type	Electric multiple unit train
Industry	Rail transport
Founded	1993
Founder	GEC-Alsthom (joint Anglo-French enterprise)
Headquarters	London , United Kingdom / France / Belgium
Area served	United Kingdom, France, Belgium
Key people	Philippe Starck (interior designer, refurbishment)
Products	High-speed passenger trains
Owner	SNCF (55%), London and Continental Railways (40%), SNCB (5%)
Parent	Eurostar
Website	www.eurostar.com

The British Rail Class 373, referred to in France as the TGV TMST and marketed by Eurostar under the name Eurostar e300, is an electric multiple unit designed in France and constructed through a collaboration between British and French manufacturers. It serves Eurostar’s high-speed international rail connections linking the United Kingdom, France, and Belgium via the Channel Tunnel. As a member of the TGV series, this trainset features a reduced cross-sectional profile to conform to the UK’s loading gauge, was initially equipped to operate on the UK’s third rail system, and incorporates comprehensive fire-resistant measures for tunnel safety. Measuring , it ranks as the second longest train in operation and achieves speeds up to , positioning it among the fastest passenger trains within the UK.

Originally introduced in 1993 under the name TransManche Super Train (TMST) or Cross-channel Super Train, it carries the designation Class 373 in the British TOPS system and is identified as series 373000 TGV in France. The fleet was produced by the joint Anglo-French enterprise GEC-Alsthom, with manufacturing facilities located in La Rochelle, Belfort (France), and Washwood Heath (UK), along with contributions from Brugeoise et Nivelles (currently part of Bombardier Transportation) based in Bruges, Belgium.

After Siemens introduced new units in 2015, Eurostar refurbished its Class 373 fleet and rebranded these trains as e300 to distinguish them from the more recent Velaro models.

Types

Two variants of the Class 373 were produced:

• 31 sets known as Three Capitals, each consisting of two power cars paired with 18 passenger coaches, extending to , providing seating for 750 passengers: 206 in first class and 544 in standard class. Their length adheres to safety protocols for the Channel Tunnel, ensuring trains can halt adjacent to emergency cross passages.
• Seven North of London sets, also called "Regional" Eurostars, composed of two power cars and 14 coaches, measuring , with a capacity of 558 seats: 114 first class and 444 standard. These units were designed for routes serving northern London via the West Coast Main Line and East Coast Main Line, but these services never commenced due to prolonged travel times, competition from low-cost airlines, and infrastructural complications within Greater London.

Construction

The initial order comprised 16 units by SNCF, four by NMBS/SNCB, and 18 by British Rail—including seven North of London sets. Following British Rail’s privatisation, its trainsets were transferred to London and Continental Railways, which established Eurostar (UK) Limited. Present ownership is divided among SNCF holding 55%, LCR owning 40%, and SNCB with a 5% stake.

The prototype Class 373 trainset, numbered 373001/373002 ("PS1"), was assembled at Belfort in 1992 featuring two power cars and seven coaches; it was delivered for testing in January 1993. Initial trial runs occurred between Strasbourg and Mulhouse, followed by tests on the UK third-rail DC system in June 1993. The full-length pre-production train PS2 was finalized by May 1993.

To assess compatibility with the required 750 V DC third-rail shoes used on Southern Region lines, an eight-car locomotive-hauled test train was deployed in early 1994. This consisted of a locomotive, a modified acting as a Driving Brake Van, and six carriages sourced from Class 438 (4TC) units.

An extra power car bearing number 3999 was constructed as a spare unit intended to substitute those undergoing refurbishment. It underwent overhaul work and was renumbered as 3204 in 2016.

Mid-life refurbishment

In 2004 and 2005, the remaining 22 Eurostar trainsets underwent refurbishment, featuring new interiors crafted by Philippe Starck. The earlier grey-yellow and grey-red color palettes were substituted with grey-brown for standard class and grey-burnt orange for first class accommodations.

Eurostar initiated plans for a mid-life overhaul in 2008, excluding the Class 373 units operated by SNCF within France. The Italian design company Pininfarina was engaged to revamp the interiors, with the first upgraded train initially expected to enter service in 2012. This initiative also encompassed engine servicing and a refreshed external paint scheme. Although completion was targeted for 2014 to ensure operational viability beyond 2020, delays postponed the debut of the refurbished train until July 2015.

Maintenance

Originally, Eurostar's Class 373 trains were serviced at North Pole Depot located in West London near the Great Western Main Line. Since November 2007, maintenance activities have shifted to Temple Mills Depot in East London. In France, upkeep is carried out at Le Landy depot in Paris and Brussels Forest/Vorst depot.

Eurostar

Eurostar operated from Waterloo International until its move to St Pancras International in November 2007.

In October 2010, Eurostar placed an order for ten Siemens-manufactured trains to augment its Class 373 fleet on London-to-Paris, Brussels, and Amsterdam routes. By 2016, the company planned to retain eight Class 373 units while either storing or decommissioning the others.

As of 2020, eight trains had received refurbishment, with three additional unrefurbished units still active.

Following the COVID-19 pandemic, e300 models operate alongside e320 trains on the London-Paris and London-Brussels corridors and are exclusively deployed on the winter ski service to Bourg-Saint-Maurice.

Great North Eastern Railway

Beginning in May 2000, two Regional Eurostar trainsets were leased to GNER for the White Rose service running between and . From May 2002, this route extended to , accompanied by a third leased set. Units numbered 3301–3306 displayed GNER livery; others retained their original Eurostar appearance.

The leasing agreement concluded in December 2005; these trainsets were returned to Eurostar and subsequently utilized for high-speed TGV operations with SNCF in northern France.

During GNER’s tenure, selective door locking was implemented at certain stations due to platform length limitations. Electrical supply restrictions on the Hertford Loop Line allowed operation of only one set at a time. Route constraints confined services to King's Cross–York/Leeds; they were unable to extend beyond Leeds owing to inadequate electrical infrastructure.

SNCF

SNCF leased three of Eurostar’s "Three Capitals" trainsets for domestic TGV routes within France, primarily between Paris and Lille. These sets maintained their original Eurostar livery but featured SNCF branding, with some displaying greyish white or silver fronts. In 2007, SNCF expanded this arrangement by leasing additional Class 373 "North of London" sets from Eurostar. The lease was scheduled through 2011, with an option to extend by two years.

By October 2014, all three "Three Capitals" sets were withdrawn from service and replaced by TGV Duplex trains. Some units were dismantled for spare parts supporting other Class 373 trains, while others remain stored at Ambérieu in France.

IZY

In November 2018, IZY, the budget-friendly service previously managed by Thalys on the Paris-Brussels corridor, began utilizing a Class 373 trainset (units 373213 and 373224), which replaced an SNCF TGV Réseau train.

Fleet information

Power cars are identified by a four-digit code starting with "3" (3xxx), which corresponds to Mark 3 TGV trains (preceded by Mark 1: SNCF TGV Sud-Est; and Mark 2: SNCF TGV Atlantique). The final digit signifies the country of ownership as follows:

• 3730xx: United Kingdom
• 3731xx: Belgium
• 3732xx: France
• 3733xx: Eurostar sets designated as "Regional" and "North of London"
• 373999: Spare power car

Each half-set carries its own unique number.

Class	Quantity built	Unit number sequence	Cars per half-set	Description	Operators	Unit numbers	Routes served
Class 373/0	22	373001–373022	10	British Rail sets	Eurostar	373001/373002 373007–373018 373021/373022	London to Paris (Gare du Nord) London to Brussels London to Marne-la-Vallée (Disneyland Paris) London to Marseille Saint-Charles London to Bourg St Maurice
Class 373/1	8	373101–373108	10	NMBS sets	Eurostar	373101–373108
Class 373/2	32	373201–373232	10	SNCF sets	373201/373202 373205–373212 373214–373223 373229–373232
				IZY service	373213/373224	Paris to Brussels route
				SNCF units		Retired as of October 2014.
'\'Class 373/3\'\'	'\'14\'\'	'\'373301–373314\'\'	'\'8\'\'	'\'British Rail North of London sets\'\'	'\'Eurostar\'\'	'\'373301–373314\'\'	'\'Previously leased by SNCF.\'
'\'Spare power cars\'\'	'\'1\'\'	'\'373999\'\'			'\'Eurostar\'\'	'\'373999\'\'	'\'Refurbished reserve vehicle.\'

Travel classes

Eurostar's Class 373 trains provide three distinct travel classes:

• Standard class offers two seats per side of the aisle, predominantly in an airline-style layout, with some seating arranged around tables.
• Standard Premier features wider seats arranged two on one side and one on the other, mostly accompanied by tables. Tickets include a light meal and beverages.
• Business Premier shares seating configurations with Standard Premier but adds a full hot meal, drinks, lounge access, expedited security screening, and flexible arrival options.

Seating allocations for Standard Premier and Business Premier can be adjusted according to passenger demand. For holders of Interrail and Eurail passes, Standard corresponds to second class, Standard Premier equates to first class, while Business Premier requires purchasing a full-price ticket.

Train layout

The Three Capitals configurations comprise two power cars coupled with 18 coaches. In contrast, the North of London and Regional Eurostar formations consist of two power cars plus 14 coaches.

Fleet list

Power car number	Operator	Status	Remarks
373001/373002	Eurostar	Scrapped	Disassembled in March 2018 at European Metal Recycling, Kingsbury
373003/373004	Eurostar	Scrapped	Taken apart in December 2016 at Kingsbury
373007/373008	Eurostar	Active	Refurbished unit
373009/373010	Eurostar	Scrapped	Dismantled January 2018 at Kingsbury facility
373015/373016	Eurostar	Active	Refurbished unit
373017/373018	Eurostar	Scrapped	Removed March 2018 from SNCF Valenciennes yard
373101	Eurostar	Preserved	Withdrawn August 2017; conserved at National College for Advanced Transport and Infrastructure, Doncaster campus
373102	Eurostar	Preserved	Withdrawn August 2017; conserved at National College for Advanced Transport and Infrastructure in Birmingham
375105	Eurostar	Stored
375106	Eurostar	Preserved	Exhibited at Train World museum, Schaerbeek near Brussels
375205/375206	Eurostar	Active	Refurbished units
375207/375208	Eurostar	Stored
375209/375210	Eurostar	Active	Refurbished units
375211/375212	Eurostar	Active	Refurbished units
375215/375216	Eurostar	Active
375217/375218	Eurostar	Active
375219/375220	Eurostar	Active	Refurbished units
375221/375222	Eurostar	Active	Refurbished units
375223/375214	Eurostar	Active
375229/375230	Eurostar	Active	Refurbished units
375301/375302	Eurostar	Stored
375303	Eurostar	Stored
375304	Eurostar	Preserved	Part of One:One Collection in Margate (includes power car + coach)
375305/375306	Eurostar	Stored
375307	Eurostar	Stored
375308	Eurostar	Preserved	Retired in 2015; displayed at National Railway Museum, York location
375309/310-314	Eurostar	Stored

Named sets (all decommissioned)

Set	Name designation
373001/002	Tread Lightly / Voyage Vert
373003/004	Tri-City-Athlon 2010
373007/008	Waterloo Sunset
373009/010	Remembering Fromelles
373013/014	London 2012
373207/208	Michel Hollard
373209/210	The Da Vinci Code
373301/302	The White Rose

Electrical power

Every Class 373 trainset was constructed as a tri-voltage unit, capable of functioning on various electrification systems: high-speed lines (LGVs), the Eurotunnel, High Speed 1, and UK overhead wires; Belgian conventional railways using pantographs; and the UK’s third rail system through retractable third-rail shoes. Following the 2007 inauguration of High Speed 1, operations shifted exclusively to overhead electrification, resulting in the removal of third-rail contact shoes. Additionally, five SNCF-owned trainsets are equipped with quadri-voltage capability, enabling them to run on French lignes classiques, thereby supporting services such as London–Avignon and ski routes.

The propulsion system employs asynchronous traction motors, powering twelve axles in total—four per power car and two on the leading bogie of the first passenger coach—delivering up to 8,000 kW of traction power. This configuration yields the lowest power-to-weight ratio within the TGV series.

The Class 373 operates under five distinct overhead line standards: standard domestic catenary in Belgium, France, and the United Kingdom; fixed-height catenary on LGV routes and HS1; and an elevated catenary system inside the Channel Tunnel to accommodate double-deck trains and heavy freight. When transitioning between these differing catenary systems, drivers manually raise or lower pantographs as required.

Signalling technology

To ensure compatibility across multiple rail networks, Class 373 trains are fitted with a range of signalling systems:

• The AWS and TPWS for British lines serving Ashford International
• TVM, utilized on LGVs, Eurotunnel, HS1, and HSL 1
• KVB, implemented between Paris Gare du Nord and LGV Nord, French conventional lines, and HS1 near London St Pancras
• The Belgian electro-mechanical signalling system TBL, operating between Brussels-South/Midi and HSL 1

At elevated speeds, conventional trackside signals become ineffective; TVM signalling addresses this by presenting target speeds directly within the driver’s cab alongside flashing alerts when speed adjustments are imminent. Supplementary data—including neutral sections in the overhead supply and pantograph change zones—is displayed both in-cab and trackside. While circuit breakers automatically manage neutral sections under TVM control, pantograph transitions remain a manual task for operators.

Bogies and coupling arrangements

Designed to comply with Channel Tunnel safety requirements, the Class 373 consists of two autonomous half-sets, each featuring its own power car. Most trailer cars employ Jacobs bogies shared between adjacent coaches; exceptions include those adjacent to power cars and the central pair of coaches (numbers 9 and 10 in a full-length formation), which are not articulated. Non-shared bogies connect through Scharfenberg couplers, enabling separation at three designated points during emergencies. Electrical cables supplying power between a power car and its adjoining carriage are engineered to disconnect safely upon separation. In the event of a severe tunnel fire, passengers evacuate onto the intact half-set that then detaches to exit the tunnel safely. If the rear half remains unharmed, it is operated by the guard—who is fully qualified as a driver—from the rear cab; driver and guard alternate roles on return trips due to legal driving hour restrictions.

The articulated design enhances carriage stability during derailments by maintaining alignment, contrasting with non-articulated trains where couplings may fail and cause carriages to jackknife. However, this articulation complicates maintenance procedures since individual cars are difficult to detach. Although power cars can uncouple independently, specialized lifting equipment at depots is necessary to separate train sections. After uncoupling, one end of a carriage lacks a bogie and must be supported using a dedicated bogie frame.

Braking systems

The Class 373 is equipped with a trio of braking mechanisms:

• Dynamic braking is provided by its 12 traction motors,
• Disc brakes are installed on the non-driven axles,
• Powered axles utilize tread (clasp) brakes fitted with cast iron shoes.

At its maximum speed, the train can come to a complete stop within approximately 65 seconds, covering a braking distance close to .

Miscellaneous

To counteract the monotony and potential drowsiness caused by extended high-speed travel through tunnels, the power cars have significantly smaller windscreens than those found on other high-speed trains and TGV models. This design aims to maintain driver vigilance during the roughly 20-minute tunnel transit.

Accidents and incidents

There have been a number of minor events recorded. In October 1994, technical issues delayed initial operations; the inaugural preview train carrying 400 members of the press was held up for two hours. On 29 May 2002, a signalling mistake diverted a train towards London Victoria instead of London Waterloo, resulting in a 25-minute delay but no compromise to safety.

On 5 June 2000, train units 373101/102 derailed near Arras in France while traveling at 180 mph. Fourteen passengers experienced minor injuries or shock; there were no serious injuries or deaths. Thanks to the train’s articulated construction, stability was maintained and overturning was avoided. The derailment was traced to a transmission part becoming dislodged between the motors and axles, linked to the sliding tripod assembly designed to reduce unsprung mass and facilitate curve negotiation.

During heavy snowfall on 18–19 December 2009, five trains—including units 373217 and 373218—experienced breakdowns inside the Channel Tunnel due to snow melting inside engine compartments, which led to electrical faults. Eurostar commissioned an independent investigation that recommended increasing the number of diesel rescue locomotives equipped with exhaust filtration systems, modifying power cars to prevent snow ingress, enhancing staff training programs, improving communication with emergency services and stakeholders, and providing better passenger information. Most of these recommendations were implemented by October 2012.

Record runs

On 30 July 2003, during the press launch of Section 1 of the Channel Tunnel Rail Link, train units 373313/314 set a new British rail speed record of , surpassing the previous record established in 1979 by the Advanced Passenger Train.

On 16 May 2006, units 373209/210 completed the longest nonstop high-speed journey by covering from London to Cannes in 7 hours and 25 minutes. This run was part of a promotional event for the film The Da Vinci Code, transporting lead actors and director Ron Howard to its Cannes Film Festival premiere.

On 4 September 2007, the inaugural revenue service on High Speed 1 between to set a new speed milestone: departing Paris at 09:44 BST, it reached St Pancras in just over two hours. Speeds peaked at in France and reached in Britain, showcasing Eurostar’s operational capabilities on the upgraded line.

Exhibitions

Eurostar train sets have been showcased at major events such as Lille Flandres in 1995, Rotterdam Centraal Station on 6 April 1996, Berlin-Grunewald station for Eurailspeed 1998, Madrid Chamartín railway station during Eurailspeed 2002, and at York National Railway Museum for Railfest celebrations in 2004.

To commemorate Eurostar's tenth anniversary on 16 November 2004, power car number 3307 was transported down the River Thames on a barge. The car was uniquely painted by Ben Langlands and Nikki Bell with artwork titled "Language of Places on Eurostar," featuring three-letter destination codes for all locations served by Eurostar. The barge journey passed beneath Tower Bridge, alongside the Houses of Parliament, before mooring next to HMS Belfast.

In August 2015, powercar number 373308 was inducted into the national collection and displayed at the National Railway Museum in York.

Model Railways

Hornby Railways introduced its inaugural Eurostar model in HO gauge in 1995, designed to be expandable from four up to six cars. Subsequently, in October 1996, Hornby launched a OO gauge Eurostar train set, which also allowed for expansion from four to six cars. The debut of the first OO Gauge Class 373 train set occurred in 1997.

See Also

• List of high-speed trains