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Uber deal with Channel Tunnel trains will allow users to book tickets to Europe on app

Uber deal with Channel Tunnel trains will allow users to book tickets to Europe on app

Independent20-05-2025
Uber has signed an agreement with a train company planning to launch international rail services from London. The deal will see the trains 'co-branded' by the transport company and allow customers to book services directly from their popular app.
Gemini Trains, chaired by Labour peer Lord Berkeley, is developing plans to launch international rail services from London St Pancras and is in the process of purchasing 10 new trains for the venture.
While Uber will co-brand the service, similar to its collaboration with Thames Clipper, Gemini Trains will retain operational responsibility. The move expands Uber's reach further into the rail travel market, offering users a more integrated travel experience.
Uber said: 'Under the marketing agreement, Uber will co-brand the service, as well as offer passengers the opportunity to book tickets through the Uber app.'
The deal echoes Uber's collaboration with London's Thames Clipper boats, which involves Uber branding the service but operations being the responsibility of Thames Clipper.
Gemini Trains, chaired by Labour peer Lord Berkeley, is planning to purchase 10 new trains for its services.
Its initial routes would be from London St Pancras to Paris and Brussels – calling at Ebbsfleet, Kent – with plans to expand services to other European destinations.
Eurostar stopped calling at Ebbsfleet and Ashford, also in Kent, in March 2020 during the coronavirus pandemic.
Despite local pressure for services to resume, the company has said it is focusing on its core routes.
Gemini Trains announced in March that it had been developing its plans for two years and had submitted an application to regulator the Office of Rail and Road for access to Eurostar's Temple Mills maintenance depot in north-east London.
Eurostar holds a monopoly in running passenger services through the Channel Tunnel.
Other organisations developing proposals to launch rival services include billionaire entrepreneur Sir Richard Branson's Virgin Group and Italy's state-owned railway company FS Italiane Group.
Andrew Brem, Uber's UK general manager, said: 'We've seen amazing momentum since we began launching new modes of transport in the UK, and this collaboration with Gemini Trains is our latest step in how we're helping people get where they want to go.
'We're excited about the opportunity to bring our brand to the iconic Channel Tunnel journey.'
Gemini Trains chief executive Adrian Quine said: 'Innovation and value are at the very heart of what we do so it's really exciting to be teaming up with Uber, an instantly recognisable global brand which has revolutionised the travel industry.
'Now passengers will be able to enjoy the same value and comfort on brand new cutting-edge trains at the touch of a button.'
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Rare KitKat bar spotted back on UK shelves as Sainsbury's shoppers fill trolleys with ‘brilliant' flavour
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Rare KitKat bar spotted back on UK shelves as Sainsbury's shoppers fill trolleys with ‘brilliant' flavour

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An insider's guide to DAF, by owners of the quirky Dutch cars
An insider's guide to DAF, by owners of the quirky Dutch cars

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  • Telegraph

An insider's guide to DAF, by owners of the quirky Dutch cars

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I increased the power of my 55 by, among other things, upgrading the engine to a 1,397cc Renault engine from a Volvo 340. Power has increased from about 50bhp to an estimated 85bhp, although it's getting tired now. I have completed track days, hillclimbs and taken part in classic tours but nothing competitive these days. Now, I just take it out every fortnight – it's certainly a fun car to drive. While the Variomatic transmission makes them unusual to drive, they have a decent chassis, are cheap to run and enjoy fine handling and precise steering. They allow fast progress, particularly in hilly terrain with lots of curves, and always seem to be in the right gear, allowing me to keep up with more powerful cars. Although lightweight, DAFs are strong where it matters, as in the admittedly rather quirky belt-drive CVT transmission; you can tell it was designed by a truck manufacturer. 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While we also have a Subaru, which is superbly comfortable and quick, its economy around town is frighteningly low, whereas the DAF returns up to 47mpg. In addition, it's exempt from Ulez (ultra-low emission zone) charges in the capital and, being so small, can squeeze into parking bays that would defeat the Subaru. It has a huge boot, too, so a supermarket trip is no problem either. But wherever we go, we frequently receive hoots from the drivers of DAF trucks. They are the easiest car in the world to drive. You start it in gear, which sounds odd but you get used to it, put your foot down and off you go! One pedal to go, one to stop. The engine revs bear no resemblance to the car's speed and the sensation of the car going progressively quicker, but the engine revs remaining constant, takes some getting used to. Unlike 'normal' [torque converter] automatics, DAFs don't creep forwards on tickover, so you simply bring it to a stop using the footbrake. Although it only has a 750cc engine, the way the transmission works means the car is always in the right gear. Being air-cooled, the engine is a little noisy when driven hard, although on reaching a cruising speed the transmission adjusts and the engine becomes quieter. Drum brakes, meanwhile, are fitted all round on the 33 and need a good shove to make an emergency stop; you have to read the road more than in a modern car. People ask why I drive a DAF and it's quite simple: I came from a DAF family. My late father had a penchant for unusual vehicles and, in the late 1960s, bought a 33 van for his electrical business. So impressed was he with the van that he bought a DAF 66 as our family car, while my grandfather opted for a 55. When I passed my driving test, I asked a dealer to look out for a second-hand 33, which he did, so I drove that for several years, before moving to 'sensible' cars. Fast forward to 2016 and partial retirement from work. Wanting something to tinker with, I found this DAF 33 and the circle is complete. I paid £400 for my 1,108cc aubergine-coloured 66 in 2000. It has 18,000 miles on the clock and, to be honest, I don't drive it enough, although it has made two trips to Holland for major DAF events and been back to its birthplace in Eindhoven. DAFs have good road manners plus excellent suspension similar to the Morris Minor: torsion bars in the front, elliptical leaf springs at the rear. When I bought the car, the Variomatic transmission needed work so I demounted it to replace the vacuum diaphragms, which was a heavy but fairly easy job. Also, I replaced parts of the braking system and gained an MOT less than 24 hours before heading to catch the ferry for a week in Holland. In the days when I taxed the car at the Post Office, I was often asked where I stored my truck; few people recall that DAF also made cars. But I love cars which are a technical tour de force and dared to be different, such as the Citroën DS, NSU Ro80, Tatra 613 and the DAF Variomatic. The DAF was the only one I could afford. The interior of my 66 is unmistakably Giovanni Michelotti [among the 20th century's most inventive sports car designers ], like the BMW 1600 and Triumph Dolomite, where form and function conspire to give simple style and an excellent airy cabin with superb visibility. DAFs are well made and apart from the transmission are fairly mainstream. The Renault 1,108cc engine in the 66 is reliable and easy to maintain, while DAF's home-grown 746cc two-cylinder engine – the only car engine ever made by DAF – in the Daffodil, 32 and 33 required no development over its lifetime and is capable of starship mileages.'

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