Abstract
Eurostar will introduce its first double-decker trains, 'Celestia', in 2031. The fleet aims to increase capacity by 20% and enhance sustainability with all-electric, largely recyclable trains. While addressing surging demand, Eurostar must ensure the new design successfully improves the passenger experience and overcomes inherent UK infrastructure challenges.
Eurostar's Double-Decker Gamble
In a bold move that signals both ambition and adaptation, Eurostar has announced the introduction of double-decker trains—marking a historic first for UK rail and the Channel Tunnel. The new fleet, dubbed Eurostar Celestia, is set to debut in 2031, promising increased capacity, enhanced sustainability, and a reimagined passenger experience. But beneath the fanfare lies a deeper question: can design innovation truly elevate the user experience, or will it merely serve as a utilitarian response to surging demand?
A Celestial vision
Each 200-metre train will carry approximately 540 passengers, with the potential to run in 400-metre formations through the Channel Tunnel—doubling capacity to 1,080 seats per service. This represents a 20% increase over current single-deck trains, a crucial upgrade as Eurostar aims to reach 30 million passengers annually by the mid-2030s. This is particularly valuable on high-demand routes like London–Paris and London–Brussels.
Sustainability is another cornerstone of the Celestia project. The trains will be all-electric, with 97% recyclable components and 25% made from recycled materials. Energy savings of 20–50% compared to the current fleet are projected. This aligns with broader European goals to decarbonize transport and reduce reliance on short-haul flights.
Design meets demand
The design of the Celestia fleet is not merely about stacking seats. Eurostar has emphasised sustainability, accessibility, and comfort. The trains will be all-electric, with 97% recyclable components and 25% made from recycled materials. Energy savings of up to 50% compared to the current fleet are projected, aligning with broader environmental goals.
Yet, the double-decker format introduces inherent design challenges. Unlike aircraft, where vertical space is optimised for cabins, trains must contend with infrastructure constraints. The UK's rail network, with its legacy of low bridges and narrow tunnels, has historically resisted double-decker models. Only the high-speed line between St Pancras and the Channel Tunnel—built to European standards—can accommodate the taller trains.
This raises questions about the broader application of the design. Will the Celestia fleet be confined to a handful of routes? And how will Eurostar balance the need for accessibility—especially for passengers with reduced mobility—with the vertical movement required in a two-storey layout?
Design and user experience: a critical link
Eurostar promises a "unique Eurostar experience," but what does that mean in practice? The company has involved over 100 team members and consulted accessibility groups during the design phase. This suggests a commendable commitment to inclusive design, though specifics remain scarce. The 'hardware maybe there, however, 'software' must also be in place i.e., when the Apple iPhone was launched access to apps, music and security was integral to the user experience.
Historically, double-decker trains have offered mixed experiences. In France and Germany, upper decks provide panoramic views and a sense of spaciousness, while lower decks can feel cramped and disconnected. The challenge for Eurostar will be to ensure consistency in comfort across both levels, especially given the premium experience that is consistently marketed.
Moreover, the psychological experience of travel matters. Eurostar has long positioned itself as a luxurious alternative to short-haul flights. The introduction of double-decker trains must not dilute this intent. Will the upper deck feature quiet zones or lounges? Will boarding and disembarking be streamlined to avoid bottlenecks? These are design decisions that will shape passenger experience far more than seat count.
Why the UK hasn't - and likely won't go - double decker
The UK's flirtation with double-decker trains dates back to the 1949 SR Class 4DD, a split-level design used on the Dartford–Charing Cross line. The experiment was short-lived. The trains were cramped, poorly ventilated, and slow to load. They were withdrawn in 1971.
The core issue is the UK's "loading gauge"—the maximum height and width of trains allowed by infrastructure. Unlike continental Europe, which rebuilt its network post-war to accommodate military and freight needs, the UK retained its Victorian-era constraints. Retrofitting the entire network would be prohibitively expensive and disruptive.
Even modern proposals like the AeroLiner3000, designed specifically for UK clearances, face scepticism. The cost-benefit ratio simply doesn't add up for most domestic routes, especially when longer trains or increased frequency can achieve similar capacity gains without structural overhaul.
A critical reflection
Eurostar's double-decker initiative is undeniably ambitious. It addresses pressing needs: capacity, sustainability, and modernisation. The user experience—especially for elderly passengers, families, and those with disabilities—must be central to the design, not an afterthought. Indeed, the arrival to the platform, being able to wait at the exact alighting place for the carriage, to being directed to the seat seamlessly is critical, not just marketing hot air!
HS2 will not allow, without modification to the carriages or platforms, however, attention must be paid to it not becoming overcrowded due to commuter traffic at the detriment of long-haul users through overcrowding, seat reservation failures and comfort.
In many ways, the Celestia fleet is a metaphor for Eurostar's journey: If executed well, it could redefine the cross-Channel experience. If not, it risks becoming a symbol of overreach.
Design is not just about form; it's about feeling. And in the race to modernise, Eurostar must ensure that its passengers feel not just accommodated, but truly elevated.
