Latest news with #Spanish-led
Yahoo
02-04-2025
- Business
- Yahoo
Eurostar rivals given ‘green signal' for cross-Channel trains: What could it mean for passengers?
For nearly three decades, Eurostar has been the only rail operator running through the Channel Tunnel, connecting the UK with mainland Europe. But recent shifts in regulation and burgeoning demand for lower-carbon travel options have boosted interest from competitors. Companies from the UK and Europe are eagerly eyeing a share of the market, but starting services hasn't been easy. Expensive trains, limited space for them to be serviced, maintained, and stored, and Eurostar's dominance have conspired to maintain the monopoly. But things are starting to change. A new report commissioned by the Office of Road and Rail has ruled that Eurostar must provide access to new operators at Temple Mills depot. It also demanded that HS1, the high-speed rail link between London and the Tunnel, reduce its fees from almost €30 per mile. Currently these are the highest fees in Europe. As each barrier comes down, excitement for new cross-Channel options rises. Several companies are confident their bids will be a success and claim that increased competition will ultimately mean lower prices for passengers. While the Channel Tunnel has been open to competitors since 2010, no other operator has attempted to challenge Eurostars' dominance. But recent regulatory shifts and legal challenges have seen interest accelerate, with several companies vying to provide new services. The Virgin Group is one such company and has stated a desire to launch cross-channel train services by 2029. Discussions are already underway for a fleet of trains to operate the service. Competing for access to the 'Chunnel' is a Spanish-led consortium known as Evolyn. The company wants to launch high-speed services between London and Paris and has indicated it has reached an agreement with Alstom to purchase 12 high-speed trains for the service. Also throwing its hat in the ring is a start-up called Gemini Trains. led by Lord Tony Berkeley, a British aristocrat and former Eurotunnel engineer. Gemini has applied for an operator's license to service Paris, Strasbourg, Cologne, and Geneva with a fleet of 10 trains by 2029. Other operators have previously expressed an interest in open access to the Channel Tunnel. Deutsche Bahn showcased a high-speed train at London's St Pancras in 2010, signaling its intent to connect London with destinations in Germany, such as Frankfurt and Cologne. However, it has not yet officially joined the bidding war for services. Related Eurotunnel operator offers cash to attract new cross-channel services Irony of history: How Channel Tunnel breakthrough miner Graham Fagg became a Brexiteer New destinations and cheaper tickets: How Channel Tunnel rail travel might change in the future Since the opening of the Channel Tunnel in 1994, Eurostar has held a monopoly on rail services between the UK and Europe. Although there's been nothing stopping new operators from venturing into the market, barriers to entry have been high. For a start, trains must be long enough to align with tunnel evacuation points, and there are various technical requirements that not many manufacturers can meet. The cost of acquiring new trains that comply with these requirements, estimated at €35 - €60 million per train, has deterred competitors from getting involved. In order to operate a cross-channel service, operators also need a depot. London's St Pancras International and the Temple Mills maintenance depot are under Eurostar's control, and it has frequently argued that Temple Mills is already at capacity. However, a new report, commissioned by the UK's Office of Road and Rail (ORR) and conducted by independent consultants IPEX, suggests this is not necessarily true. In its report, IPEX stated that there is 'some' capacity at Temple Mills for more trains to be serviced, maintained, and stored. It says that some of the capacity can be accessed immediately, without any changes, but that the rest will be delivered through investment. Virgin Group applauded the findings of the report, saying that claims suggesting Temple Mills was at capacity have been blocking Virgin's bid for cross-Channel services. 'Finally a green signal for competition,' a spokesperson for Virgin says. 'There are no more major hurdles to overcome, and Virgin is ready to take up the challenge.' However, Eurostar argues that the report effectively validates its claim that the depot is at capacity. A spokesperson said, 'It confirms what Eurostar has said all along: the Temple Mills depot is effectively almost full today for major maintenance work and would require investment to meet the growing demands of international rail.' Eurostar notes that the options in the report could create some capacity, but this would not be enough to accommodate any single additional operator. Related Combined air-rail tickets: How to fly, ride and explore Europe on one booking Eurostar and SkyTeam join up to offer plane to train journeys in a single booking from 2025 The European tube: Inside the project to launch a continent-wide rail system Increased competition on the Eurotunnel services is widely considered to bring benefits to passengers. In any market, more competition tends to lead to lower prices, better services and more choice, and the cross-Channel rail market is no different. Yann Leriche, CEO of Getlink (the company that operates the Channel Tunnel), told the BBC that through competition, 'the market will be more dynamic, all operators will improve their offer.' 'I love Eurostar's service, but competition keeps everyone on their toes,' says Mark Smith, also known as the Man in Seat 61. 'The extra capacity this will bring has been shown to lower prices. It's definitely good news for travellers.' While prices for Eurotunnel service may fall as competition hots up, having more choice is crucial to the attractiveness of rail options. Being able to travel directly to London from cities in Germany, Switzerland and beyond is a good first step in making rail a workable alternative to air travel and encouraging passengers to switcht to this lower carbon form of transportation. Smith further notes that there could be more connections in the UK too, as Gemini Trains has touted services from Ebbsfleet in Kent. 'Eurostar doesn't want to do that,' he says. 'Let's also hope competitors will consider easier bike access and allowing dogs.'
Euronews
02-04-2025
- Business
- Euronews
Eurostar rivals given ‘green signal' for cross-Channel trains: What could it mean for passengers?
ADVERTISEMENT For nearly three decades, Eurostar has been the only rail operator running through the Channel Tunnel, connecting the UK with mainland Europe. But recent shifts in regulation and burgeoning demand for lower-carbon travel options have boosted interest from competitors. Companies from the UK and Europe are eagerly eyeing a share of the market, but starting services hasn't been easy. Expensive trains, limited space for them to be serviced, maintained, and stored, and Eurostar's dominance have conspired to maintain the monopoly. But things are starting to change. A new report commissioned by the Office of Road and Rail has ruled that Eurostar must provide access to new operators at Temple Mills depot. It also demanded that HS1, the high-speed rail link between London and the Tunnel, reduce its fees from almost €30 per mile. Currently these are the highest fees in Europe. As each barrier comes down, excitement for new cross-Channel options rises. Several companies are confident their bids will be a success and claim that increased competition will ultimately mean lower prices for passengers. Which rail operators want to run Channel Tunnel services? While the Channel Tunnel has been open to competitors since 2010, no other operator has attempted to challenge Eurostars' dominance. But recent regulatory shifts and legal challenges have seen interest accelerate, with several companies vying to provide new services. The Virgin Group is one such company and has stated a desire to launch cross-channel train services by 2029. Discussions are already underway for a fleet of trains to operate the service. Competing for access to the 'Chunnel' is a Spanish-led consortium known as Evolyn. The company wants to launch high-speed services between London and Paris and has indicated it has reached an agreement with Alstom to purchase 12 high-speed trains for the service. Also throwing its hat in the ring is a start-up called Gemini Trains. led by Lord Tony Berkeley, a British aristocrat and former Eurotunnel engineer. Gemini has applied for an operator's license to service Paris, Strasbourg, Cologne, and Geneva with a fleet of 10 trains by 2029. Other operators have previously expressed an interest in open access to the Channel Tunnel. Deutsche Bahn showcased a high-speed train at London's St Pancras in 2010, signaling its intent to connect London with destinations in Germany, such as Frankfurt and Cologne. However, it has not yet officially joined the bidding war for services. Related Eurotunnel operator offers cash to attract new cross-channel services Irony of history: How Channel Tunnel breakthrough miner Graham Fagg became a Brexiteer New destinations and cheaper tickets: How Channel Tunnel rail travel might change in the future New report brings Eurostar competition closer Since the opening of the Channel Tunnel in 1994, Eurostar has held a monopoly on rail services between the UK and Europe. Although there's been nothing stopping new operators from venturing into the market, barriers to entry have been high. For a start, trains must be long enough to align with tunnel evacuation points, and there are various technical requirements that not many manufacturers can meet. The cost of acquiring new trains that comply with these requirements, estimated at €35 - €60 million per train, has deterred competitors from getting involved. In order to operate a cross-channel service, operators also need a depot. London's St Pancras International and the Temple Mills maintenance depot are under Eurostar's control, and it has frequently argued that Temple Mills is already at capacity. However, a new report, commissioned by the UK's Office of Road and Rail (ORR) and conducted by independent consultants IPEX, suggests this is not necessarily true. In its report, IPEX stated that there is 'some' capacity at Temple Mills for more trains to be serviced, maintained, and stored. It says that some of the capacity can be accessed immediately, without any changes, but that the rest will be delivered through investment. Virgin Group applauded the findings of the report, saying that claims suggesting Temple Mills was at capacity have been blocking Virgin's bid for cross-Channel services. 'Finally a green signal for competition,' a spokesperson for Virgin says. 'There are no more major hurdles to overcome, and Virgin is ready to take up the challenge.' ADVERTISEMENT However, Eurostar argues that the report effectively validates its claim that the depot is at capacity. A spokesperson said, 'It confirms what Eurostar has said all along: the Temple Mills depot is effectively almost full today for major maintenance work and would require investment to meet the growing demands of international rail.' Eurostar notes that the options in the report could create some capacity, but this would not be enough to accommodate any single additional operator. Related Combined air-rail tickets: How to fly, ride and explore Europe on one booking Eurostar and SkyTeam join up to offer plane to train journeys in a single booking from 2025 The European tube: Inside the project to launch a continent-wide rail system Will new options be good for cross-Channel passengers? Increased competition on the Eurotunnel services is widely considered to bring benefits to passengers. In any market, more competition tends to lead to lower prices, better services and more choice, and the cross-Channel rail market is no different. Yann Leriche, CEO of Getlink (the company that operates the Channel Tunnel), told the BBC that through competition, 'the market will be more dynamic, all operators will improve their offer.' ADVERTISEMENT 'I love Eurostar's service, but competition keeps everyone on their toes,' says Mark Smith, also known as the Man in Seat 61. 'The extra capacity this will bring has been shown to lower prices. It's definitely good news for travellers.' While prices for Eurotunnel service may fall as competition hots up, having more choice is crucial to the attractiveness of rail options. Being able to travel directly to London from cities in Germany, Switzerland and beyond is a good first step in making rail a workable alternative to air travel and encouraging passengers to switcht to this lower carbon form of transportation. Smith further notes that there could be more connections in the UK too, as Gemini Trains has touted services from Ebbsfleet in Kent. 'Eurostar doesn't want to do that,' he says. 'Let's also hope competitors will consider easier bike access and allowing dogs.'
Jordan Times
08-03-2025
- Science
- Jordan Times
Human ancestors making 'bone tech' 1.5 million years ago, say scientists
Bone tools found in Olduvai, photographed in the Pleistocene Archaeology Lab of CSIC (Photo of CSIC) PARIS — Our ancestors were making tools out of bones 1.5 million years ago, winding back the clock for this important moment in human evolution by more than a million years, a study said on Wednesday. Ancient humans -- also called hominins -- such as the robust Australopithecus are known to have used fragments of bones to dig up tubers from termite mounds. Even today our closest living relative, chimpanzees, use sticks in a similar way to dig out termites for a tasty treat. And more than 2 million years ago, hominins were using crude stone tools in Tanzania's Olduvai Gorge, one of the world's most important prehistoric sites. But there were no known examples of anyone systematically making bone tools more than 500,000 years ago -- until now. At Olduvai, a Spanish-led team of researchers found 27 tools made out of the leg and arm bones of big mammals, mainly elephants and hippos. The discovery "sheds new light on the almost unknown world of early hominin bone technology," they wrote in a study in the journal Nature. To the untrained eye, the tools might seem like random bits of bone. But for the researchers, they are proof of the remarkable cognitive abilities of our distant ancestors, showing they were capable of choosing the appropriate material and fashioning it for their needs. "There is a clear desire to change the shape of the bone to turn them into very heavy, long tools," Francesco d'Errico, an archaeologist at France's Bordeaux University and study co-author, told AFP. The unknown hominins used rocks as hammers to shape the bones. The resulting tools ranged from 20 to 40 centimetres long, some weighing up to a kilograme. "In some cases there are even notches in the middle of the bone, possibly so they could hold it better in their hands," d'Errico said. The big, pointy tools are thought to have been used to butcher the carcasses of large animals. From axes to needles At the time, stone tools were being made in a far more rudimentary manner. Very few large stone tools have been found at Olduvai, d'Errico said, possibly because the quartz available at the site was not well-suited to the difficult job of cutting up big animals. It was the Acheulean culture, which was emerging in Africa at around the same time, that first cut stones into hand axes, also called bifaces. This invention represented a major advance, making it possible for ancient humans to properly slice or skin their prey. "The hypothesis of the study is that the bone-cutting at Olduvai is an original invention, during a moment of transition to bifaces," d'Errico said. According to this theory, the bone techniques developed at Olduvai disappeared from the planet for a million years. It would eventually reappear in places such as the area of modern-day Rome, where a lack of good big rocks spurred hominins to carve elephant bones into hand axes. It is also possible that the techniques continued throughout the years "but these bones have not been properly identified in other archaeological sites", d'Errico said. As the human line evolved, so did the sophistication of the tools we carved out of bone. For example, the first needles with eyes were made from bone in China and Siberia, only arriving in Europe around 26,000 years ago, d'Errico said. But that is another "very long story", he added.
Yahoo
05-03-2025
- Science
- Yahoo
Human ancestors making 'bone tech' 1.5 million years ago, say scientists
Our ancestors were making tools out of bones 1.5 million years ago, winding back the clock for this important moment in human evolution by more than a million years, a study said Wednesday. Ancient humans -- also called hominins -- such as the robust Australopithecus are known to have used fragments of bones to dig up tubers from termite mounds. Even today our closest living relative, chimpanzees, use sticks in a similar way to dig out termites for a tasty treat. And more than two million years ago, hominins were using crude stone tools in Tanzania's Olduvai Gorge, one of the world's most important prehistoric sites. But there were no known examples of anyone systematically making bone tools more than 500,000 years ago -- until now. At Olduvai, a Spanish-led team of researchers found 27 tools made out of the leg and arm bones of big mammals, mainly elephants and hippos. The discovery "sheds new light on the almost unknown world of early hominin bone technology," they wrote in a study in the journal Nature. To the untrained eye, the tools might seem like random bits of bone. But for the researchers, they are proof of the remarkable cognitive abilities of our distant ancestors, showing they were capable of choosing the appropriate material and fashioning it for their needs. "There is a clear desire to change the shape of the bone to turn them into very heavy, long tools," Francesco d'Errico, an archaeologist at France's Bordeaux University and study co-author, told AFP. The unknown hominins used rocks as hammers to shape the bones. The resulting tools ranged from 20 to 40 centimetres (eight to 15 inches) long, some weighing up to a kilo. "In some cases there are even notches in the middle of the bone, possibly so they could hold it better in their hands," d'Errico said. The big, pointy tools are thought to have been used to butcher the carcasses of large animals. - From axes to needles - At the time, stone tools were being made in a far more rudimentary manner. Very few large stone tools have been found at Olduvai, d'Errico said, possibly because the quartz available at the site was not well-suited to the difficult job of cutting up big animals. It was the Acheulean culture, which was emerging in Africa at around the same time, that first cut stones into hand axes, also called bifaces. This invention represented a major advance, making it possible for ancient humans to properly slice or skin their prey. "The hypothesis of the study is that the bone-cutting at Olduvai is an original invention, during a moment of transition to bifaces," d'Errico said. According to this theory, the bone techniques developed at Olduvai disappeared from the planet for a million years. It would eventually reappear in places such as the area of modern-day Rome, where a lack of good big rocks spurred hominins to carve elephant bones into hand axes. It is also possible that the techniques continued throughout the years "but these bones have not been properly identified in other archaeological sites," d'Errico said. As the human line evolved, so did the sophistication of the tools we carved out of bone. For example, the first needles with eyes were made from bone in China and Siberia, only arriving in Europe around 26,000 years ago, d'Errico said. But that is another "very long story," he added. pcl/dl/fg
