text:
Environmental law

Environmental laws are laws that protect the environment. Environmental law is the collection of laws, regulations, agreements and common law that governs how humans interact with their environment. This includes environmental regulations; laws governing management of natural resources, such as forests, minerals, or fisheries; and related topics such as environmental impact assessments. Environmental law is seen as the body of laws concerned with the protection of living things (human beings inclusive) from the harm that human activity may immediately or eventually cause to them or their species, either directly or to the media and the habits on which they depend.

History
Examples of laws designed to preserve the environment for its own sake or for human enjoyment are found throughout history. In the common law, the primary protection was found in the law of nuisance, but this only allowed for private actions for damages or injunctions if there was harm to land. Thus, smells emanating from pigsties, strict liability against dumping rubbish, or damage from exploding dams. Private enforcement, however, was limited and found to be woefully inadequate to deal with major environmental threats, particularly threats to common resources. During the "Great Stink" of 1858, the dumping of sewerage into the River Thames began to smell so ghastly in the summer heat that Parliament had to be evacuated. Ironically, the Metropolitan Commission of Sewers Act 1848 had allowed the Metropolitan Commission for Sewers to close cesspits around the city in an attempt to "clean up" but this simply led people to pollute the river. In 19 days, Parliament passed a further Act to build the London sewerage system. London also suffered from terrible air pollution, and this culminated in the "Great Smog" of 1952, which in turn triggered its own legislative response: the Clean Air Act 1956. The basic regulatory structure was to set limits on emissions for households and businesses (particularly burning of coal) while an inspectorate would enforce compliance.

Chemical safety
Chemical safety laws govern the use of chemicals in human activities, particularly human-made chemicals in modern industrial applications. As contrasted with media-oriented environmental laws (e.g., air or water quality laws), chemical control laws seek to manage the (potential) pollutants themselves. Regulatory efforts include banning specific chemical constituents in consumer products (e.g., Bisphenol A in plastic bottles), and regulating pesticides.

Water resources

Water resources laws govern the ownership and use of water resources, including surface water and ground water. Regulatory areas may include water conservation, use restrictions, and ownership regimes.

Wildlife and plants
Wildlife laws govern the potential impact of human activity on wild animals, whether directly on individuals or populations, or indirectly via habitat degradation. Similar laws may operate to protect plant species. Such laws may be enacted entirely to protect biodiversity, or as a means for protecting species deemed important for other reasons. Regulatory efforts may include the creation of special conservation statuses, prohibitions on killing, harming, or disturbing protected species, efforts to induce and support species recovery, establishment of wildlife refuges to support conservation, and prohibitions on trafficking in species or animal parts to combat poaching.

Fish and game
Fish and game laws regulate the right to pursue and take or kill certain kinds of fish and wild animal (game). Such laws may restrict the days to harvest fish or game, the number of animals caught per person, the species harvested, or the weapons or fishing gear used. Such laws may seek to balance dueling needs for preservation and harvest and to manage both environment and populations of fish and game. Game laws can provide a legal structure to collect license fees and other money which is used to fund conservation efforts as well as to obtain harvest information used in wildlife management practice.

Principles
Environmental law has developed in response to emerging awareness of -and concern over - issues impacting the world. While laws have developed piecemeal and for a variety of reasons, some effort has gone into identifying key concepts and guiding principles common to environmental law as a whole. Some laws are seen as temporary or transitional where political realities prevent adoption of more ideal rules. Pope Francis in his 2015 encyclical letter Laudato si' acknowledged that "political realism may call for transitional measures and technologies, so long as these are accompanied by the gradual framing and acceptance of binding commitments".

The principles discussed below are not an exhaustive list and are not universally recognized or accepted. Nonetheless, they represent important principles for the understanding of environmental law around the world.

Sustainable development
Defined by the United Nations Environment Programme (UNEP) as "development that meets the needs of the present without compromising the ability of future generations to meet their own needs," sustainable development may be considered together with the concepts of "integration" (development cannot be considered in isolation from sustainability) and "interdependence" (social and economic development, and environmental protection, are interdependent). Laws mandating environmental impact assessment and requiring or encouraging development to minimize environmental impacts may be assessed against this principle.

The modern concept of sustainable development was a topic of discussion at the 1972 United Nations Conference on the Human Environment (Stockholm Conference), and the driving force behind the 1983 World Commission on Environment and Development (WCED, or Bruntland Commission). In 1992, the first UN Earth Summit resulted in the Rio Declaration, Principle 3 of which reads: "The right to development must be fulfilled so as to equitably meet developmental and environmental needs of present and future generations." Sustainable development has been a core concept of international environmental discussion ever since, including at the World Summit on Sustainable Development (Earth Summit 2002), and the United Nations Conference on Sustainable Development (Earth Summit 2012, or Rio+20).

Equity
Defined by UNEP to include intergenerational equity – "the right of future generations to enjoy a fair level of the common patrimony" – and intragenerational equity – "the right of all people within the current generation to fair access to the current generation's entitlement to the Earth's natural resources" – environmental equity considers the present generation under an obligation to account for long-term impacts of activities, and to act to sustain the global environment and resource base for future generations. Pollution control and resource management laws may be assessed against this principle.

Transboundary responsibility
Defined in the international law context as an obligation to protect one's own environment, and to prevent damage to neighboring environments, UNEP considers transboundary responsibility at the international level as a potential limitation on the rights of the sovereign state. Laws that act to limit externalities imposed upon human health and the environment may be assessed against this principle.

Public participation and transparency
Identified as essential conditions for "accountable governments,... industrial concerns", and organizations generally, public participation and transparency are presented by UNEP as requiring "effective protection of the human right to hold and express opinions and to seek, receive and impart ideas,... a right of access to appropriate, comprehensible and timely information held by governments and industrial concerns on economic and social policies regarding the sustainable use of natural resources and the protection of the environment, without imposing undue financial burdens upon the applicants and with adequate protection of privacy and business confidentiality," and "effective judicial and administrative proceedings". These principles are present in environmental impact assessment, laws requiring publication and access to relevant environmental data, and administrative procedure.

Precautionary principle
One of the most commonly encountered and controversial principles of environmental law, the Rio Declaration formulated the precautionary principle as follows:"In order to protect the environment, the precautionary approach shall be widely applied by States according to their capabilities. Where there are threats of serious or irreversible damage, lack of full scientific certainty shall not be used as a reason for postponing cost-effective measures to prevent environmental degradation."The principle may play a role in any debate over the need for environmental regulation.

Prevention

 * The concept of prevention ... can perhaps better be considered an overarching aim that gives rise to a multitude of legal mechanisms, including prior assessment of environmental harm, licensing or authorization that set out the conditions for operation and the consequences for violation of the conditions, as well as the adoption of strategies and policies. Emission limits and other product or process standards, the use of best available techniques and similar techniques can all be seen as applications of the concept of prevention.

Polluter pays principle
The polluter pays principle is the idea that "the environmental costs of economic activities, including the cost of preventing potential harm, should be internalized rather than imposed upon society at large." All issues related to responsibility for cost for environmental remediation and compliance with pollution control regulations involve this principle.

Theory
Environmental law is a continuing source of controversy. Debates over the necessity, fairness, and cost of environmental regulation are ongoing, as well as regarding the appropriateness of regulations vs. market solutions to achieve even agreed-upon ends.

Allegations of scientific uncertainty fuel the ongoing debate over greenhouse gas regulation, and are a major factor in debates over whether to ban particular pesticides. In cases where the science is well-settled, it is not unusual to find that corporations intentionally hide or distort the facts, or sow confusion.

It is very common for regulated industry to argue against environmental regulation on the basis of cost. Difficulties arise in performing cost–benefit analysis of environmental issues. It is difficult to quantify the value of an environmental value such as a healthy ecosystem, clean air, or species diversity. Many environmentalists' response to pitting economy vs. ecology is summed up by former Senator and founder of Earth Day Gaylord Nelson, "The economy is a wholly owned subsidiary of the environment, not the other way around." Furthermore, environmental issues are seen by many as having an ethical or moral dimension, which would transcend financial cost. Even so, there are some efforts underway to systemically recognize environmental costs and assets, and account for them properly in economic terms.

While affected industries spark controversy in fighting regulation, there are also many environmentalists and public interest groups who believe that current regulations are inadequate, and advocate for stronger protection. Environmental law conferences – such as the annual Public Interest Environmental Law Conference in Eugene, Oregon – typically have this focus, also connecting environmental law with class, race, and other issues.

An additional debate is to what extent environmental laws are fair to all regulated parties. For instance, researchers Preston Teeter and Jorgen Sandberg highlight how smaller organizations can often incur disproportionately larger costs as a result of environmental regulations, which can ultimately create an additional barrier to entry for new firms, thus stifling competition and innovation.

International environmental law
Global and regional environmental issues are increasingly the subject of international law. Debates over environmental concerns implicate core principles of international law and have been the subject of numerous international agreements and declarations.

Customary international law is an important source of international environmental law. These are the norms and rules that countries follow as a matter of custom and they are so prevalent that they bind all states in the world. When a principle becomes customary law is not clear cut and many arguments are put forward by states not wishing to be bound. Examples of customary international law relevant to the environment include the duty to warn other states promptly about icons of an environmental nature and environmental damages to which another state or states may be exposed, and Principle 21 of the Stockholm Declaration ('good neighborliness' or sic utere).

Given that customary international law is not static but ever evolving and the continued increase of air pollution (carbon dioxide) causing climate changes, has led to discussions on whether basic customary principles of international law, such as the jus cogens (peremptory norms) and erga omnes principles could be applicable for enforcing international environmental law.

Numerous legally binding international agreements encompass a wide variety of issue-areas, from terrestrial, marine and atmospheric pollution through to wildlife and biodiversity protection. International environmental agreements are generally multilateral (or sometimes bilateral) treaties (a.k.a. convention, agreement, protocol, etc.). Protocols are subsidiary agreements built from a primary treaty. They exist in many areas of international law but are especially useful in the environmental field, where they may be used to regularly incorporate recent scientific knowledge. They also permit countries to reach an agreement on a framework that would be contentious if every detail were to be agreed upon in advance. The most widely known protocol in international environmental law is the Kyoto Protocol, which followed from the United Nations Framework Convention on Climate Change.

While the bodies that proposed, argued, agreed upon, and ultimately adopted existing international agreements vary according to each agreement, certain conferences, including 1972's United Nations Conference on the Human Environment, 1983's World Commission on Environment and Development, 1992's United Nations Conference on Environment and Development, and 2002's World Summit on Sustainable Development have been particularly important. Multilateral environmental agreements sometimes create an International Organization, Institution or Body responsible for implementing the agreement. Major examples are the Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) and the International Union for Conservation of Nature (IUCN).

International environmental law also includes the opinions of international courts and tribunals. While there are few and they have limited authority, the decisions carry much weight with legal commentators and are quite influential on the development of international environmental law. One of the biggest challenges in international decisions is to determine an adequate compensation for environmental damages. The courts include the International Court of Justice (ICJ), the International Tribunal for the Law of the Sea (ITLOS), the European Court of Justice, European Court of Human Rights and other regional treaty tribunals.

Previous research found that economic development level and the nations' moral value affected environmental regulation compliance. Developed countries like the US, EU, and Australia are urging for better laws targeting the reduction of harmful environmental impacts. It is worth noting that there is a direct correlation between economic development and the distance between law and ethics. Developed countries have a closer relationship between environmental laws and moral values. If a country's legal system is completely divorced from its moral values, people may not abide by the laws and they will lose their significance and effectiveness. Despite environmental regulations, the water in India's River Ganges remains poor as an example.

Africa
According to the International Network for Environmental Compliance and Enforcement (INECE), the major environmental issues in Africa are "drought and flooding, air pollution, deforestation, loss of biodiversity, freshwater availability, degradation of soil and vegetation, and widespread poverty." The U.S. Environmental Protection Agency (EPA) is focused on the "growing urban and industrial pollution, water quality, electronic waste and indoor air from cookstoves." They hope to provide enough aid on concerns regarding pollution before their impacts contaminate the African environment as well as the global environment. By doing so, they intend to "protect human health, particularly vulnerable populations such as children and the poor." In order to accomplish these goals in Africa, EPA programs are focused on strengthening the ability to enforce environmental laws as well as public compliance to them. Other programs work on developing stronger environmental laws, regulations, and standards.

Asia
The Asian Environmental Compliance and Enforcement Network (AECEN) is an agreement between 16 Asian countries dedicated to improving cooperation with environmental laws in Asia. These countries include Cambodia, China, Indonesia, India, Maldives, Japan, Korea, Malaysia, Nepal, Philippines, Pakistan, Singapore, Sri Lanka, Thailand, Vietnam, and Lao PDR.

European Union
The European Union issues secondary legislation on environmental issues that are valid throughout the EU (so called regulations) and many directives that must be implemented into national legislation from the 27 member states (national states). Examples are the Regulation (EC) No. 338/97 on the implementation of CITES; or the Natura 2000 network the centerpiece for nature & biodiversity policy, encompassing the bird Directive (79/409/EEC/ changed to 2009/147/EC)and the habitats directive (92/43/EEC). Which are made up of multiple SACs (Special Areas of Conservation, linked to the habitats directive) & SPAs (Special Protected Areas, linked to the bird directive), throughout Europe.

EU legislation is ruled in Article 249 Treaty for the Functioning of the European Union (TFEU). Topics for common EU legislation are:

 * Climate change
 * Air pollution
 * Water protection and management
 * Waste management
 * Soil protection
 * Protection of nature, species and biodiversity
 * Noise pollution
 * Cooperation for the environment with third countries (other than EU member states)
 * Civil protection

In February 2024, the European Parliament adopted a law making a big, intentionally caused, environmental damage “comparable to ecocide” a crime that can be punished by up to 10 years in prison. The members of the Union should enter it to their national law, during 2 years. The Parliament also approved a nature restoration law which obligate members to restore 20% of degraded ecosystems (including 30% of drained peatland) by 2030 and 100% by 2050.

Middle East
Environmental law is rapidly growing in the Middle East. The U.S. Environmental Protection Agency is working with countries in the Middle East to improve "environmental governance, water pollution and water security, clean fuels and vehicles, public participation, and pollution prevention."

Oceania
The main concerns about environmental issues in Oceania are "illegal releases of air and water pollutants, illegal logging/timber trade, illegal shipment of hazardous wastes, including e-waste and ships slated for destruction, and insufficient institutional structure/lack of enforcement capacity". The Secretariat of the Pacific Regional Environmental Programme (SPREP) is an international organization between Australia, the Cook Islands, FMS, Fiji, France, Kiribati, Marshall Islands, Nauru, New Zealand, Niue, Palau, PNG, Samoa, Solomon Island, Tonga, Tuvalu, US, and Vanuatu. The SPREP was established in order to provide assistance in improving and protecting the environment as well as assure sustainable development for future generations.

Australia
Commonwealth v Tasmania (1983), also known as the "Tasmanian Dam Case", was a highly significant case in Australian environmental law.

The Environment Protection and Biodiversity Conservation Act 1999 is the centerpiece of environmental legislation in Australia. It sets up the "legal framework to protect and manage nationally and internationally important flora, fauna, ecological communities and heritage places" and focuses on protecting world heritage properties, national heritage properties, wetlands of international importance, nationally threatened species and ecological communities, migratory species, Commonwealth marine areas, Great Barrier Reef Marine Park, and the environment surrounding nuclear activities. However, it has been subject to numerous reviews examining its shortcomings, the latest taking place in mid-2020. The interim report of this review concluded that the laws created to protect unique species and habitats are ineffective.

Brazil
The Brazilian government created the Ministry of Environment in 1992 in order to develop better strategies for protecting the environment, using natural resources sustainably, and enforcing public environmental policies. The Ministry of Environment has authority over policies involving environment, water resources, preservation, and environmental programs involving the Amazon.

Canada
The Department of the Environment Act establishes the Department of the Environment in the Canadian government as well as the position Minister of the Environment. Their duties include "the preservation and enhancement of the quality of the natural environment, including water, air and soil quality; renewable resources, including migratory birds and other non-domestic flora and fauna; water; meteorology;" The Environmental Protection Act is the main piece of Canadian environmental legislation that was put into place March 31, 2000. The Act focuses on "respecting pollution prevention and the protection of the environment and human health in order to contribute to sustainable development." Other principle federal statutes include the Canadian Environmental Assessment Act, and the Species at Risk Act. When provincial and federal legislation are in conflict federal legislation takes precedence, that being said individual provinces can have their own legislation such as Ontario's Environmental Bill of Rights, and Clean Water Act.

China
According to the U.S. Environmental Protection Agency, "China has been working with great determination in recent years to develop, implement, and enforce a solid environmental law framework. Chinese officials face critical challenges in effectively implementing the laws, clarifying the roles of their national and provincial governments, and strengthening the operation of their legal system." Explosive economic and industrial growth in China has led to significant environmental degradation, and China is currently in the process of developing more stringent legal controls. The harmonization of Chinese society and the natural environment is billed as a rising policy priority.

Environmental lawsuits have been available in China since the early 2000s. Public protest, however, plays a greater role in shaping China's environmental policy than litigation does.

Congo (RC)
In the Republic of Congo, inspired by the African models of the 1990s, the phenomenon of constitutionalization of environmental law appeared in 1992, which completed an historical development of environmental law and policy dating back to the years of independence and even long before the colonization. It gives a constitutional basis to environmental protection, which traditionally was part of the legal framework. The two Constitutions of 15 March 1992 and 20 January 2002 concretize this paradigm, by stating a legal obligation of a clean environment, by establishing a principle of compensation and a foundation of criminal nature. By this phenomenon, Congolese environmental law is situated between non-regression and the search for efficiency."

Ecuador
With the enactment of the 2008 Constitution, Ecuador became the first country in the world to codify the Rights of Nature. The Constitution, specifically Articles 10 and 71–74, recognizes the inalienable rights of ecosystems to exist and flourish, gives people the authority to petition on the behalf of ecosystems, and requires the government to remedy violations of these rights. The rights approach is a break away from traditional environmental regulatory systems, which regard nature as property and legalize and manage degradation of the environment rather than prevent it.

The Rights of Nature articles in Ecuador's constitution are part of a reaction to a combination of political, economic, and social phenomena. Ecuador's abusive past with the oil industry, most famously the class-action litigation against Chevron, and the failure of an extraction-based economy and neoliberal reforms to bring economic prosperity to the region has resulted in the election of a New Leftist regime, led by President Rafael Correa, and sparked a demand for new approaches to development. In conjunction with this need, the principle of "Buen Vivir," or good living – focused on social, environmental and spiritual wealth versus material wealth – gained popularity among citizens and was incorporated into the new constitution.

The influence of indigenous groups, from whom the concept of "Buen Vivir" originates, in the forming of the constitutional ideals also facilitated the incorporation of the Rights of Nature as a basic tenet of their culture and conceptualization of "Buen Vivir."

Egypt
The Environmental Protection Law outlines the responsibilities of the Egyptian government to "preparation of draft legislation and decrees pertinent to environmental management, collection of data both nationally and internationally on the state of the environment, preparation of periodical reports and studies on the state of the environment, formulation of the national plan and its projects, preparation of environmental profiles for new and urban areas, and setting of standards to be used in planning for their development, and preparation of an annual report on the state of the environment to be prepared to the President."

India
In India, Environmental law is governed by the Environment Protection Act, 1986. This act is enforced by the Central Pollution Control Board and the numerous State Pollution Control Boards. Apart from this, there are also individual legislation specifically enacted for the protection of Water, Air, Wildlife, etc. Such legislations include :
 * The Water (Prevention and Control of Pollution) Act, 1974
 * The Water (Prevention and Control of Pollution) Cess Act, 1977
 * The Forest (Conservation) Act, 1980
 * The Air (Prevention and Control of Pollution) Act, 1981
 * Air (Prevention and Control of Pollution) (Union Territories) Rules, 1983
 * The Biological Diversity Act, 2002 and the Wild Life Protection Act, 1972
 * Batteries (Management and Handling) Rules, 2001
 * Recycled Plastics, Plastics Manufacture and Usage Rules, 1999
 * The National Green Tribunal established under the National Green Tribunal Act of 2010 has jurisdiction over all environmental cases dealing with a substantial environmental question and acts covered under the Water (Prevention and Control of Pollution) Act, 1974.
 * Water (Prevention and Control of Pollution) Cess Rules, 1978
 * Ganga Action Plan, 1986
 * The Forest (Conservation) Act, 1980
 * Wildlife protection Act, 1972
 * The Public Liability Insurance Act, 1991 and the Biological Diversity Act, 2002. The acts covered under Indian Wild Life Protection Act 1972 do not fall within the jurisdiction of the National Green Tribunal. Appeals can be filed in the Hon'ble Supreme Court of India.
 * Basel Convention on Control of Transboundary Movements on Hazardous Wastes and Their Disposal, 1989 and Its Protocols
 * Hazardous Wastes (Management and Handling) Amendment Rules, 2003

Japan
The Basic Environmental Law is the basic structure of Japan's environmental policies replacing the Basic Law for Environmental Pollution Control and the Nature Conservation Law. The updated law aims to address "global environmental problems, urban pollution by everyday life, loss of accessible natural environment in urban areas and degrading environmental protection capacity in forests and farmlands."

The three basic environmental principles that the Basic Environmental Law follows are "the blessings of the environment should be enjoyed by the present generation and succeeded to the future generations, a sustainable society should be created where environmental loads by human activities are minimized, and Japan should contribute actively to global environmental conservation through international cooperation." From these principles, the Japanese government have established policies such as "environmental consideration in policy formulation, establishment of the Basic Environment Plan which describes the directions of long-term environmental policy, environmental impact assessment for development projects, economic measures to encourage activities for reducing environmental load, improvement of social infrastructure such as sewerage system, transport facilities etc., promotion of environmental activities by corporations, citizens and NGOs, environmental education, and provision of information, promotion of science and technology."

New Zealand
The Ministry for the Environment and Office of the Parliamentary Commissioner for the Environment were established by the Environment Act 1986. These positions are responsible for advising the Minister on all areas of environmental legislation. A common theme of New Zealand's environmental legislation is sustainably managing natural and physical resources, fisheries, and forests. The Resource Management Act 1991 is the main piece of environmental legislation that outlines the government's strategy to managing the "environment, including air, water soil, biodiversity, the coastal environment, noise, subdivision, and land use planning in general."

Russia
The Ministry of Natural Resources and Environment of the Russian Federation makes regulation regarding "conservation of natural resources, including the subsoil, water bodies, forests located in designated conservation areas, fauna and their habitat, in the field of hunting, hydrometeorology and related areas, environmental monitoring and pollution control, including radiation monitoring and control, and functions of public environmental policy making and implementation and statutory regulation."

Singapore
Singapore is a signatory of the Convention on Biological Diversity; with most of its CBD obligations being overseen by the National Biodiversity Reference Centre, a division of its National Parks Board (NParks). Singapore is also a signatory of the Convention on International Trade in Endangered Animals, with its obligations under that treaty also being overseen by NParks. The Parliament of Singapore has enacted numerous pieces of legislation to fulfil its obligations under these treaties, such as the Parks and Trees Act, Endangered Species (Import and Export) Act, and Wildlife Act. The new Wildlife (Protected Wildlife Species) Rules 2020 marks the first instance in Singapore's history that direct legal protection has been offered for specific named species, as listed in Parts 1-5 of the Rules' schedule.

Vietnam
Vietnam is currently working with the U.S. Environmental Protection Agency on dioxin remediation and technical assistance in order to lower methane emissions. In March 2002, the U.S and Vietnam signed the U.S.-Vietnam Memorandum of Understanding on Research on Human Health and the Environmental Effects of Agent Orange/Dioxin.

title: Environmental law


text:
Eurostar

Eurostar is an international high-speed rail service in Western Europe, connecting Belgium, France, Germany, the Netherlands and the United Kingdom.

The service is operated by the Eurostar Group which was formed from the merger of Eurostar, which operated trains through the Channel Tunnel to the United Kingdom, and Thalys which operated in Western Europe. The operator is exploring future network expansions and aims to double passenger numbers by 2030.

Conception and planning
The history of the Eurostar brand can be traced to the choice in 1986 of a rail tunnel to provide a cross-channel link between Britain and France. A previous attempt to construct a tunnel between the two nations had begun in 1974, but was quickly aborted. Construction began afresh in 1988. Eurotunnel was created to manage and own the tunnel, which was finished in 1993, the official opening taking place on 6 May 1994.

In addition to the tunnel's shuttle trains carrying cars and lorries between Folkestone and Calais, the tunnel opened up the possibility of through passenger and freight train services between places further afield. British Rail and France's SNCF contracted with Eurotunnel to use half the tunnel's capacity for this purpose. In 1987, Britain, France and Belgium set up an International Project Group to specify a train to provide an international high-speed passenger service through the tunnel. France had been operating high-speed TGV services since 1981, and had begun construction of a new high-speed line between Paris and the Channel Tunnel, LGV Nord; French TGV technology was chosen as the basis for the new trains. An order for 30 trainsets, to be manufactured in France but with some British and Belgian components, was placed in December 1989. On 20 June 1993, the first Eurostar test train travelled through the tunnel to the UK. Various technical difficulties in running the new trains on British tracks were quickly overcome.

Launch of service

On 14 November 1994, Eurostar services began running from Waterloo International station in London, to Paris Nord, as well as Brussels-South railway station. The train service started with a limited Discovery service; the full daily service started from 28 May 1995.

In 1995, Eurostar was achieving an average end-to-end speed of 171.5 km/h from London to Paris. On 8 January 1996, Eurostar launched services from a second railway station in the UK when Ashford International was opened.

Also in 1996, Eurostar commenced its year-round service to Disneyland with the first train running on 29 June. The following year saw the introduction of services to the French Alps during the winter.

On 20 July 2002 a summer seasonal service to Avignon-Centre was launched. The service ran until 2014 after which it was replaced on 1 May 2015 by an expanded service calling at Avignon TGV and also serving Lyon and Marseille.

On 23 September 2003, passenger services began running on the first completed section of High Speed 1. Following a high-profile glamorous opening ceremony and a large advertising campaign, on 14 November 2007, Eurostar services in London transferred from Waterloo to the extended and extensively refurbished London St Pancras International.

Direct services from London to Amsterdam (returning to Brussels only) were launched on 4 April 2018. This service was made a return service on 26 October 2020.

Records achieved
The Channel Tunnel used by Eurostar services holds the record for having the longest underwater section of any tunnel in the world, and it is the third-longest railway tunnel (behind the Seikan Tunnel and the Gotthard Base Tunnel) in the world.

On 30 July 2003, a Eurostar train set a new British speed record of 334.7 km/h on the first section of the "High Speed 1" railway between the Channel Tunnel, and Fawkham Junction in north Kent, two months before official public services began running.

On 16 May 2006, Eurostar set a new record for the longest non-stop high-speed journey, a distance of 1421 km from London to Cannes taking 7hours 25minutes.

On 4 September 2007, a record-breaking train left Paris Nord at 10:44 (09:44BST) and reached London St Pancras International in 2hours 3minutes 39seconds, carrying journalists and railway workers. This record trip was also the first passenger-carrying arrival at the new London St Pancras International station. On 20 September 2007, Eurostar broke another record when it completed the journey from Brussels to London in 1hour 43minutes.

Regional Eurostar and Nightstar

The original proposals for Eurostar included direct services to Paris and Brussels from cities north of London: Manchester Piccadilly via Birmingham New Street on the West Coast Main Line and Leeds and Glasgow Central via Edinburgh Waverley, Newcastle and York on the East Coast Main Line.

Seven 14-coach "North of London" Eurostar trains for these Regional Eurostar services were built, but these services never came to fruition. Predicted journey times of almost nine hours for Glasgow to Paris at the time of growth of low-cost air travel during the 1990s made the plans commercially unviable against the cheaper and quicker airlines. Other reasons that have been suggested for these services having never been run were both government policies and the disruptive privatisation of British Rail. Three of the Regional Eurostar units were leased by Great North Eastern Railway (GNER) to increase domestic services from London King's Cross to York and later Leeds. The lease expired in December 2005, and most of the North of London sets were transferred to SNCF for TGV services in northern France.

An international Nightstar sleeper train was also planned; this would have travelled the same routes as Regional Eurostar, plus the Great Western Main Line to Cardiff Central. These were also deemed commercially unviable, and the scheme was abandoned with no services ever operated. In 2000, the coaches were sold to Via Rail in Canada.

Merger with Thalys
On 27 September 2019, the heads of two of Eurostar's major shareholders, Guillaume Pepy of SNCF, and the chair of SNCB, Sophie Dutordoir, publicised that Eurostar was planning to come together with its sister company the Franco-Belgian transnational rail service Thalys. The arrangement is to merge their operations under the working title of "Green Speed" and expand services outside the core London-Paris-Brussels-Amsterdam service, to create a grand Western European high-speed rail service covering the UK, France, Belgium, the Netherlands and Germany, serving up to 30million customers by 2030.

Thalys assisted Eurostar with onward connections between Amsterdam and Brussels, and to provide the Amsterdam to London service, in lieu of passport and customs checks at Amsterdam Centraal station.

In September 2020, the merger between Thalys and Eurostar International was confirmed, a year after Thalys announced its intention to merge with the cross-Channel provider subject to gaining European Commission clearance, to form "Green Speed". SNCF and SNCB already hold a controlling shareholding in Eurostar. In October 2021, it was announced that, following the completion of the merger, the Thalys brand would be discontinued, with all of the new operation's services to be operated under the Eurostar name but with each service's own liveries.

In October 2023, the Eurostar brand replaced Thalys, operating as one network and combining ticket sales in a single system.

Corporate structure
Eurostar was originally operated as a collaboration of three separate French, British and Belgian corporate entities. On 1 September 2010, Eurostar was incorporated as a single corporate entity, Eurostar International Limited (EIL), replacing the joint operation between EUKL, SNCF and SNCB/NMBS. EIL is ultimately owned by SNCF (55%), Caisse de dépôt et placement du Québec (CDPQ) (30%), Hermes Infrastructure (10%) and SNCB (5%).

Impact of COVID-19
By January 2021, Eurostar ridership went down to less than 1% of pre-pandemic levels. The combined financial troubles and lack of ridership caused by the COVID-19 pandemic led to Eurostar seeking governmental assistance from Britain's Treasury and Department for Transport, even though Britain sold its 40% Eurostar holding in 2015. Eurostar's appeal included granting the company access to Bank of England-backed loans and a temporary reduction in track access charges for use of the UK's high-speed rail line. Despite being majority-owned by the French state railway, SNCF, Eurostar was thought to have already exhausted options for governmental assistance from Paris, but both the French transport minister and the UK Department for Transport confirmed they were working on further plans to maintain the service.

By the end of 2022, Eurostar had debts of €964m, following French bailouts and commercial loans. Ridership levels returned to around 8 million in 2022, however this figure was still 3 million below 2019 levels. Since the COVID-19 pandemic, Eurostar has not served the Ashford International or Ebbsfleet International stations in the UK, or Calais Frethun in France, and has withdrawn its Disneyland Paris and Avignon services, as part of plans to focus on the most profitable routes.

LGV Nord (France)
The LGV Nord (Ligne à Grande Vitesse Nord, north high-speed line) is a 333 km French high-speed rail line that connects Paris with the HSL 1 at the Belgium–France border and the Channel Tunnel. It opened in 1993. Of all French high-speed lines, LGV Nord sees the widest variety of high-speed rolling stock and is quite busy; a proposed cut-off bypassing Lille, which would reduce Eurostar journey times, is called LGV Picardie.

Channel Tunnel
The Channel Tunnel is the only rail connection between Great Britain and the European mainland. It joins LGV Nord in France with High Speed 1 in Britain. Tunnelling began in 1988, and the 50.5 km tunnel was officially opened by British sovereign, Elizabeth II, and the French President, François Mitterrand, on 6 May 1994. It is owned by Getlink, which charges a toll to Eurostar for its use. Within the Channel Tunnel, Eurostar trains operate at a reduced speed of 160 km/h for safety reasons. Since the launch of Eurostar services, severe disruptions and cancellations have been caused by fires breaking out within the Channel Tunnel, such as in 1996 and 2008.

HSL 1 (Belgium)
The HSL 1 (Hogesnelheidslijn 1, High-Speed Line 1) is a 88 km Belgian high-speed rail line that connects Brussels with the LGV Nord at the Belgium–France border. It opened on 14 December 1997. Prior to the opening of the HSL 1, Eurostar trains were routed via the slower traditional Belgian railway line 94. A further four-minute improvement for London–Brussels trains was achieved in December 2006, with the opening of the 435 m Brussels South Viaduct. Linking the international platforms of Brussels-South railway station with the high-speed line, the viaduct separates Eurostar from local services.

High Speed 1 (United Kingdom)
High Speed 1, formerly known as the Channel Tunnel Rail Link (CTRL), is a 108 km British high-speed rail line that connects London with the Channel Tunnel. It opened in two stages. The first section between the tunnel and north Kent opened in September 2003, cutting journey times by 21minutes. On 14 November 2007, commercial services began over the whole of the High Speed 1 reducing journey times by a further 20minutes. The line's London terminal is London St Pancras International, which was redeveloped for the project.

HSL-Zuid (Netherlands)
The HSL-Zuid (Hogesnelheidslijn Zuid, South high-speed line), is a 125 km Dutch high-speed railway line that connects Amsterdam with the HSL 4 at the Belgum-Netherlands border. It opened on 7 September 2009.

Frequency

Eurostar offers up to 15 weekday London – Paris services (19 on Fridays) including nine non-stop (13 on Fridays). There are also nine (ten on Friday) London–Brussels services, of which two run non-stop (continuing to Amsterdam) and a further two call at Lille only. Four services daily operate to Amsterdam via Brussels and Rotterdam, some calling at Lille. There were also seasonal services: in the winter, "Snow trains", aimed at skiers, to Bourg-Saint-Maurice, Aime-la-Plagne and Moûtiers in the Alps; these ran weekly, arriving in the alps in the evening and leaving the same evening to arrive in London the following morning. This service was confirmed as withdrawn in August 2023, and its future is unknown.

In February 2018, Eurostar announced the start of its long-planned service from London to Amsterdam, with an initial two trains per day from April of that year running between London St Pancras International and Amsterdam Centraal. This launched as a one-way service, with return trains carrying passengers to Rotterdam and Brussels Midi/Zuid, making a 28-minute stop (which was not deemed long enough to process UK-bound passengers) and then carrying different passengers from Brussels to London. Initially passengers travelling back took a Thalys service to Brussels Midi/Zuid where they could join the Eurostar. This was due to the lack of facilities for juxtaposed controls by the UK Border Force at Amsterdam Centraal and Rotterdam Centraal. On 4 February 2020, the Dutch Minister of Infrastructure and Water Management, Cora van Nieuwenhuizen, and the UK Transport Secretary, Grant Shapps, announced that juxtaposed controls would be established at Amsterdam Centraal and Rotterdam Centraal. The direct train from Amsterdam was originally due to launch on 30 April 2020, and from Rotterdam on 18 May 2020, although it was later postponed to 26 October 2020 for both cities due to the COVID-19 pandemic.

Since 14 November 2007, all Eurostar trains have been routed via High Speed1 to or from the redeveloped London terminus at London St Pancras International, which at a cost of £800million was extensively rebuilt and extended to cope with 394 m long Eurostar trains. It had been intended to retain some Eurostar services at Waterloo International, but this was ruled out on cost grounds. Completion of High Speed1 increased the potential number of trains serving London. Separation of Eurostar from British domestic services through Kent meant that timetabling was no longer affected by peak-hour restrictions.

Fares
Eurostar's fares were significantly higher in its early years; the cheapest fare in 1994 was £99 return. In 2002, Eurostar was planning cheaper fares, an example of which was an offer of £50-day returns from London to Paris or Brussels. By March 2003, the cheapest fare from the UK was £59 return, available all year around. In June 2009 it was announced that one-way single fares would be available at £31 at the cheapest. Competition between Eurostar and airline services was a large factor in ticket prices being reduced from the initial levels. Business Premier fares also slightly undercut air fares on similar routes, targeted at regular business travellers. In 2009, Eurostar greatly increased its budget ticket availability to help maintain and grow its dominant market share. The Eurostar ticketing system is very complex, being distributed through no fewer than 48 individual sales systems. Eurostar is a member of the Amadeus CRS distribution system, making its tickets available alongside those of airlines worldwide.

Eurostar has two sub-classes of first class: Standard Premier and Business Premier; benefits include guaranteed faster checking-in and meals served at-seat, as well as the improved furnishings and interior of carriages. The rebranding is part of Eurostar's marketing drive to attract more business professionals. Increasingly, business people in a group have been chartering private carriages as opposed to individual seats on the train.

Service connections

Without the operation of Regional Eurostar services using the North of London trainsets across the rest of Britain, Eurostar has developed its connections with other transport services instead, such as integrating effectively with traditional UK rail operators' schedules and routes, making it possible for passengers to use Eurostar as a quick connection to further destinations on the continent. All three main terminals used by the Eurostar service – London St Pancras International, Paris Nord, and Brussels-South – are served by domestic trains and by local urban transport networks such as the London Underground, Paris Metro, Brussels Metro and Amsterdam Metro. Standard Eurostar tickets no longer include free onward connections to or from any other station in Belgium: this is now available for a flat-rate supplement, currently £5.50.

Eurostar has announced several partnerships with other rail services, most notably Thalys connections at Lille and Brussels for passengers to go beyond current Eurostar routes towards the Netherlands and Germany. In 2002, Eurostar initiated the Eurostar-Plus program, offering connecting tickets for onward journeys from Lille and Paris to dozens of destinations in France. Through fares are also available from 68 British towns and cities to destinations in France and Belgium. In May 2009 Eurostar announced that a formal connection to Switzerland had been established in a partnership between Eurostar and Lyria, which will operate TGV services from Lille to the Swiss Alps for Eurostar connection.

In May 2019, Eurostar ended its agreement with Deutsche Bahn that allowed passengers to travel by train from the UK to Germany, Austria and Switzerland. Under the agreement passengers could travel on a single booking which made rescheduling easier. However, the direct tickets ceased to be sold from 9 November 2019.

Controls and security
Because the UK is not part of the European Union or the Schengen Area, and because the Netherlands, Belgium and France are not part of the Common Travel Area, all cross-channel Eurostar passengers must go through border controls. Both the British Government and the Schengen governments concerned (Belgium, Netherlands and France) have legal obligations to check the travel documents of those entering and leaving their respective countries.

To allow passengers to walk off the train without arrival checks in most cases, juxtaposed controls ordinarily take place at the embarkation station.

To comply with UK law, there are full security checks similar to those at airports, consisting of bag X-rays and walk-through metal detectors. The recommended check-in time is 90–120minutes except for business class where it is 45–60minutes; these are much longer than previously because of extra checks in place due to Brexit and the COVID-19 pandemic.

Eurostar passengers travelling within the Schengen area on trains towards London bypass border checks, and enter the preallocated cars at the rear of the train, which are reserved for these passengers. This area is then searched at Lille and all passengers removed. This arrangement was set up after numerous people entered the UK without prior authorisation, by buying a ticket from Brussels to Lille or Calais but remaining on the train until London – an issue exacerbated by Belgian police threatening to arrest UK Border Agency staff at Brussels-South if they tried to prevent passengers whom they suspected of attempting to exploit this loophole from boarding Eurostar trains. Travel from Calais or Lille towards Brussels and the Netherlands has no border or security control. On 7 July 2020, a modified agreement was signed in Brussels that includes The Netherlands in the previous agreement. This allows for juxtaposed controls in Amsterdam and Rotterdam like those in Brussels and Paris.

When the tripartite agreements were signed, the Belgian Government said that it had serious questions about the compatibility of this agreement with the Schengen Convention and the principle of free movement of people enshrined in various European treaties.

On 30 June 2009, Eurostar raised concerns at the UK House of Commons Home Affairs Select Committee that it was illegal under French law to collect the information required by the UK government under the e-Borders scheme, and the company would be unable to cooperate.

On the northbound Disneyland and ski trains, the security check and French passport check took place at the origin, while the UK passport check took place at the UK arrival stations. These were the only route where passengers are not cleared by UK border officials before crossing the Channel.

On the northbound Marseille-London train, there is was facility for security or passport checks at the southern French stations, so passengers left the train at Lille-Europe, taking all their belongings with them, and undergo security and border checks there before rejoining the train which waited at the station for just over an hour.

On several occasions, people have tried to stow away illegally on board the train, sometimes in large groups, trying to enter the UK; border monitoring and security is therefore extremely tight. Eurostar claims to have good and well-funded security measures.

Operational performance
Eurostar's punctuality has fluctuated from year to year, but usually remains over 90%; in the first quarter of 1999, 89% of services operated were on time, and in the second quarter it reached 92%. Eurostar's best punctuality record was 97.35%, between 16 and 22 August 2004. In 2006, it was 92.7%, and in 2007, 91.5% were on time. In the first quarter of 2009, 96% of Eurostar services were punctual, compared with rival air routes' 76%.

An advantage held by Eurostar is the convenience and speed of the service: with shorter check-in times than at most airports and hence quicker boarding and less queueing and high punctuality, it takes less time to travel between central London and central Paris by high-speed rail than by air. Eurostar now has a dominant share of the combined rail–air market on its routes to Paris and Brussels. In 2004, it had a 66% share of the London–Paris market, and a 59% share of the London–Brussels market. In 2007, it achieved record market shares of 71% for London–Paris and 65% for London–Brussels routes.

Eurostar's passenger numbers initially failed to meet predictions. In 1996, London and Continental Railways forecast that passenger numbers would reach 21.4million annually by 2004, but only 7.3million was achieved. Eighty-two million passengers used Waterloo International Station from its opening in 1994 to its closure in 2007. 2008 was a record year for Eurostar, with a 10.3% rise in passenger use, which was attributed to the use of High Speed 1 and the move to London St Pancras International. The following year, Eurostar saw an 11.5% fall in passenger numbers during the first three months of 2009, attributed to the 2008 Channel Tunnel fire and the 2009 recession.

As a result of the poor economic conditions, Eurostar received state aid in May 2009 to cancel out some of the accumulated debt from the High Speed 1 construction programme. Later that year, during snowy conditions in the run-up to Christmas, thousands of passengers were left stranded as several trains broke down and many more were cancelled. In an independent review commissioned by Eurostar, the company came in for serious criticism about its handling of the incident and lack of plans for such a scenario.

In 2006, the Department for Transport predicted that, by 2037, annual cross-channel passenger numbers would probably reach 16million, considerably less optimistic than London and Continental Railways's original 1996 forecast. In 2007 Eurostar set a target of carrying 10million passengers by 2010. The company cited several factors to support this objective, such as improved journey times, punctuality and station facilities. Passengers in general, it stated, are becoming increasingly aware of the environmental effects of air travel, and Eurostar services emit much less carbon dioxide. and that its remaining carbon emissions are now offset, making its services carbon neutral. Further expansion of the high-speed rail network in Europe, such as the HSL-Zuid line between Belgium and the Netherlands, continues to bring more destinations within rail-competitive range, giving Eurostar the possibility of opening up new services in future.

The following chart presents the estimated number of passengers annually transported by the Eurostar service since 1995:

In 2019, cumulative ridership since 1994 surpassed 200million. Eleven million passengers travelled on its international services during 2018, the highest ever, a 7% increase on the 10.3million carried in 2017.

Awards and accolades
Eurostar has been hailed as having set new standards in international rail travel and has won praise several times over for its high standards. However, Eurostar had previously struggled with its reputation and brand image. One commentator had defined the situation at the time as: "In June 2003, Eurostar was battling to recover from the worst period in its 10-year history. Negative media coverage combined with poor sales and the general public's low opinion of the British rail industry, created a major challenge... Eurostar was finding it difficult to pick itself up from one of the worst periods in its decade-long history. The period post 9/11 had sent the business into a downturn. Passenger numbers were drying up due to worries over international travel. Several management changes had led to a pause in strategy. Punctuality had suffered badly because of wider problems with the UK's rail infrastructure."

Eurostar won the Train Operator of the Year award in the HSBC Rail Awards for 2005. In 2006, Eurostar's Environment Group was set up, with the aim of making changes in the Eurostar services' daily running to decrease negative environmental impact. The organisation set itself a target of reducing carbon emissions per passenger journey by 25% by 2012. Drivers were trained in techniques to achieve maximum energy efficiency, and lighting was minimised; the provider of the bulk of the energy for the Channel Tunnel was switched to nuclear power stations in France. Eurostar's target was to reduce emissions by 35 percent per passenger journey by 2012, putting itself beyond the efforts of other railway companies in this field and thereby winning the 2007 Network Rail Efficiency Award. In the grand opening ceremony of London St Pancras International, one of the Eurostar trains was given the name 'Tread Lightly', said to symbolise their smaller impact on the environment compared to planes. By 2008, Eurostar's environmental credentials had become highly developed and promoted.

Since then, Eurostar has received multiple awards. It was declared the Best Train Company in the joint Guardian/Observer Travel Awards 2008 and earned a spot on the Sunday Times' Best Green Companies List (2009). Other awards include: ICARUS’ Environmental Award for Best Rail Provider (2009), Guardian & Observer Travel Award for Best Train Company (2009), Travel Weekly's Golden Globes Award for Best Rail Operator (2010), World Travel Market's Responsible Tourism Award for Best Low Carbon Initiative (2011), TNT Magazine's Gold Backpack Award for Favourite Travel Transport (2012), World Travel Awards Europe's Leading Passenger Rail Operator (2011), National Rail Awards Train of the Year (2017), PETA's Travel Award for Best Travel Experience (2019), Mobile Industry Awards' Distributor of the Year (2020).

Environmental initiatives
In 2007, Eurostar said they would become the world's first carbon-neutral train service through its launch of "Tread Lightly," an environmental programme with the goal of reducing the service's carbon-dioxide emissions by 25% by 2012. The programme included: reducing power consumption on its rolling stock; sourcing more electricity from lower-emission generators; adding new controls on lighting, heating, and air conditioning; reducing paper usage via electronic tickets; recycling water and employee uniforms; sourcing all food on board from Britain, France, or Belgium. Eurostar also funded three renewable energy projects in developing regions around the world: a windfarm in Tamil Nadu, India; a micro-hydropower project in China; and a plan specifying improvements on fuel consumption of three-wheeler taxis in Indonesia.

In 2019, Eurostar removed all single-use plastics from its trains between London and Paris. Now the trains serve only wooden cutlery, recyclable cans of water, glass wine bottles, paper-based coffee cups, and eco-friendly food packaging. Eurostar partnered with the Woodland Trust, ReforestAction, and Trees for All in 2020, with the goal of planting 20,000 trees each year in woodlands along its routes across the UK, Belgium, and the Netherlands. Since Tread Lightly launched, Eurostar has reduced its carbon footprint by over 40% and now emits up to 90% less greenhouse gas emissions than the equivalent flight.

But in 2023 cycle booking was described as “farcical”.

Railteam
Eurostar is a member of Railteam, a marketing alliance formed in July 2007 of seven European high-speed rail operators. The alliance plans to allow tickets to be booked from one end of Europe to the other on a single website. In June 2009 London and Continental Railways, and the Eurostar UK operations they held ownership of, became fully nationalised by the UK government.

Domestic journeys on London services
Eurostar is not permitted to carry passengers on London services for journeys within one country, so passengers cannot travel (for example) from Lille to Marne-la-Vallée–Chessy, London to Ashford, or Rotterdam to Amsterdam on a London service. Lille to Brussels is the only international intra-Schengen journey that Eurostar is offering for sale on London services.

Eurostar e300

Built between 1992 and 1996, Eurostar's fleet consisted of 38 EMU trains, designated Class 373 in the United Kingdom and TGV TMST in France. The units have also been branded as the Eurostar e300 by Eurostar since 2015. There are two variants:
 * 31 "Inter-Capital" sets consisting of two power cars and eighteen passenger carriages. These trains are 394 m long and can carry 750 passengers: 206 in first class, 544 in standard class.
 * Seven shorter "North of London" sets which have two power cars and fourteen passenger carriages and are 320 m long. These sets have a capacity of 558 seats: 114 first class, 444 standard and which were designed to operate the aborted Regional Eurostar services.

Each train has a unique four-digit number starting with "3" (3xxx). This designates the train as a Mark 3 TGV (Mark 1 being SNCF TGV Sud-Est; Mark 2 being SNCF TGV Atlantique). The second digit denotes the country of ownership:
 * 30xx UK
 * 31xx Belgium
 * 32xx France
 * 33xx Regional Eurostar

The trains are essentially modified TGV sets, and can operate at up to 300 km/h on high-speed lines, and 160 km/h in the Channel Tunnel. It is possible to exceed the 300km/h speed limit, but only with special permission from the safety authorities in the respective country. Speed limits in the Channel Tunnel are dictated by air-resistance, energy (heat) dissipation and the need to be used with other, slower trains. The trains were designed with Channel Tunnel safety in mind, and consist of two independent "half-sets" each with its own power car. In the event of a serious fire on board while travelling through the tunnel, passengers would be transferred into the undamaged half of the train, which would then be detached and driven out of the tunnel to safety. If the undamaged part were the rear half of the train, this would be driven by the Chef du Train (conductor), who is a fully authorized driver and occupies the rear driving cab while the train travels through the tunnel for this purpose.

As the Class 374 units have entered service the Class 373 fleet has gradually been reduced. Eleven remain in regular service with 17 scrapped and ten in storage.

Fleet updates
In 2004–2005 the "Inter-Capital" sets still in daily use for international services were refurbished with a new interior designed by Philippe Starck. The original grey-yellow scheme in Standard class and grey-red of First/Premium First were replaced with a grey-brown look in Standard and grey-burnt-orange in First class. Power points were added to seats in First class and coaches 5 and 14 in Standard class. Premium First class was renamed BusinessPremier.

In 2008, Eurostar announced that it would be carrying out a mid-life refurbishment of its Class 373 trains to allow the fleet to remain in service beyond 2020. This will include the 28 units making up the Eurostar fleet, but not the three Class 373/1 units used by SNCF or the seven Class 373/2 "North of London" sets. As part of the refurbishment, the Italian company Pininfarina was contracted to redesign the interiors, and The Yard Creative was selected to design the new buffet cars. On 11 May 2009 Eurostar revealed the new look for its first-class compartments. The first refurbished train was due in service in 2012, and Eurostar planned to complete the entire process by 2014. On 13 November 2014 Eurostar announced the first refurbished trains would not re-enter the fleet until the 3rd or 4th quarter of 2015 due to delays at the completion centre. The last refurbished e300 eventually re-entered service in April 2019.

Eurostar e320
In addition to the announced mid-life update of the existing Class 373 fleet, Eurostar in 2009 began looking to purchase eight new trainsets. Any new trains would need to meet the same safety rules governing passage through the Channel Tunnel as the existing Class 373 fleet. The replacement to the Class 373 trains has been decided jointly between the French Transport Ministry and the UK Department for Transport. The new trains will be equipped to use the new ERTMS in-cab signalling system, due to be fitted to High Speed 1 around 2040.

On 7 October 2010, it was reported that Eurostar had selected Siemens as preferred bidder to supply 10 Siemens Velaro trainsets at a cost of €600million These would be sixteen-car, self-propelled, 400 m trainsets built to meet Channel Tunnel requirements. The top speed of the e320 trainsets is 320 km/h with 902 seats, compared to the e300 fleet which has a top speed of 300 km/h and a seating capacity of 750. Total traction power will be rated at 16 MW. The e320 trainsets would also be quadri-current, adding the ability to run on the system used in Germany, allowing for an expanded route network, including services between London and Cologne.

The selection of Siemens would see it break into the French high-speed market for the first time, as all French high-speed operators use TGV derivatives produced by Alstom. Alstom attempted legal action to prevent Eurostar from acquiring the German-built trains, claiming that the Siemens sets would breach Channel Tunnel safety rules, but the case was thrown out by the High Court in London. On 4 November 2010, Alstom lodged a complaint with the European Commission over the tendering process. Alstom then started legal action claiming that the Eurostar tender process was "ineffective", the High Court rejected the second suit in July 2011. In April 2012, Alstom said it would call off court actions against Siemens.

On 13 November 2014, Eurostar announced the purchase of an additional seven e320s for delivery in the second half of 2016. At the same time, Eurostar announced the first five e320s from the original order of ten would be available by December 2015, with the remaining five entering service by May 2016. Of the five sets ready by December 2015, three of them were planned to be used on London-Paris and London-Brussels routes.

Future fleet
In May 2024, Eurostar announced its intention to order up to 50 new trains.

Accidents and incidents
A number of technical incidents have affected Eurostar services over the years, but there has only been one major accident involving a service operated by Eurostar, a derailment in June 2000. Other incidents in the Channel Tunnel – such as the 1996 and 2008 Channel Tunnel fires – have affected Eurostar services but were not directly related to Eurostar's operations. However, the breakdowns in the tunnel, which resulted in cessation of service and inconvenience to thousands of passengers, in the run-up to Christmas 2009, proved a public-relations disaster.

2000
On 5 June 2000, a Eurostar train travelling from Paris to London derailed on the LGV Nord high-speed line while traveling at 290 km/h. Fourteen people were treated for light injuries or shock, with no fatalities or major injuries. The articulated nature of the trainset was credited with maintaining stability during the incident and all of the train stayed upright. The incident was caused by a traction link on the second bogie of the front power car coming loose, leading to components of the transmission system on that bogie impacting the track.

2009
During the December 2009 European snowfall, five Eurostar trains broke down inside the Channel Tunnel, after leaving France, and one in Kent on 18 December. Although the trains had been winterised, the systems had not coped with the conditions. Over 2,000passengers were stuck inside failed trains inside the tunnel, and over 75,000 had their services disrupted. All Eurostar services were cancelled from Saturday 19 December to Monday 21 December 2009. An independent review, published on 12 February 2010, was critical of the contingency plans in place for assisting passengers stranded by the delays, calling them "insufficient".

Eurostar expansion
Eurostar and Thalys merged in 2023, with the intention to double combined passenger numbers from 14.8 million to 30 million. In an interview with Eurostar's former Chief Executive Nicolas Petrovic in the Financial Times in May 2012, an intention for cross-Channel Eurostar to serve ten new destinations was expressed, including Amsterdam, Frankfurt, Cologne, Lyon, Marseille and Geneva, along with a likely second hub to be created in Brussels. London-Amsterdam services launched in 2018.

In March 2016, in an interview with Bloomberg, Eurostar's Chief Executive expressed interest in operating a direct train service between London and Bordeaux, but not before 2019. Journey time was said to be around 4.5hours using the new LGV Sud Europe Atlantique.

Operational difficulties with UK-Schengen trains

The e320 trains allow Eurostar the possibility of London to Germany services in the future, but implementing such new services is complex. The UK is neither part of the Schengen Agreement, which allows unrestricted movement across borders of member countries, nor a member of the EU. This means that travellers between the UK and EU must pass through full border identification, visa and customs controls for their departure and arrival countries, whilst travellers between stations within the Schengen area do not. The logistics of providing space and time for these controls whilst conforming to the requirements of free travel within the Schengen area makes implementing new services operationally complex. The "Lille loophole" solution requires Eurostar customers travelling from Brussels to Lille to be segregated and guarded from other passengers for their journey. Similarly, when the Amsterdam to London route began, it was direct in only one way, with people needing to get a train to Brussels to go through the juxtaposed controls. The direct connection was subject to talks between the UK and Dutch governments, and juxtaposed controls buildings were constructed on platforms at Amsterdam Centraal and Rotterdam Centraal, opening on 26 October 2020. These were both closed on 15 June 2024 until early 2025 due to major track works at Amsterdam Centraal. Eurostar stated direct Rotterdam to London services could not be maintained due to the much smaller customs facility at Rotterdam, leaving around 760 of the 902 seats on each train empty.

The difficulties that Eurostar faces in expanding its services between the UK and EU would also be faced by any potential competitors to Eurostar. Trains must use platforms that are physically isolated, a constraint which other intra-EU operators do not face. In addition, the British authorities are required to make passenger security and passport checks before they board the train, which might deter domestic passengers. Compounding the difficulties in providing a similar service are the Channel Tunnel safety rules, the major ones being the "half-train rule" and the "length rule". The "half-train rule" stipulated that passenger trains had to be able to split in the case of emergency. Class 373 trains were designed as two half-sets, which when coupled form a complete train, enabling them to be split easily in the event of an emergency while in the tunnel, with the unaffected set able to be driven out. The half-train rule was finally abolished in May 2010. However, the "length rule", which states that passenger trains must be at least 375 m long with a through corridor (to match the distance between the safety doors in the tunnel), was retained, preventing any potential operators from applying to run services with existing fleets – the majority of both TGV and ICE trains are only 200 m long.

Competition

Following the liberalisation of international rail travel by European Union directives in 2010, various operators have announced proposals for competition with Eurostar.

Deutsche Bahn (DB) intended to run services between London to Frankfurt and Amsterdam (two of the biggest air travel markets in Europe), with trains 'splitting & joining' in Brussels. In July 2010, DB announced that it intended to make a test run with a high-speed ICE-3MF train through the Channel Tunnel in October 2010 in preparation for possible future operations. The trial ran on 19 October 2010 with a Class 406 ICE train specially liveried with a British "Union flag" decal. The train was then put on display for the press at London St Pancras International. However, this was not the class of train planned for the proposed service, instead proposing to use Class 407 ICE units, specially adapted for stronger Channel Tunnel safety standards.

DB scrapped the plan, mainly due to advance passport check requirements. DB had hoped that immigration checks could be done on board, but British authorities required immigration and security checks to be done at Lille-Europe station, taking at least 30minutes.

In 2021, Renfe, the national operator of Spain announced it was proposing competing London to Paris services. In 2022, Getlink, the owner of the Channel Tunnel had reportedly considered purchasing trains suitable for competing services, leasing them to rival operations, while in 2023, Mobico Group, the owner of National Express has also been reported to be considering cross-Channel services named 'Evoyln'.

Stratford International station

Eurostar trains do not currently call at Stratford International, which was intended to be a London stop for the regional Eurostars when the station was constructed. This was to be reviewed following the 2012 Olympics. However, in 2013, Eurostar claimed that its 'business would be hit' by stopping trains there.

Regional Eurostar
Although the original plan for Regional Eurostar services to destinations north of London was abandoned, the significantly improved journey times available since the opening of High Speed 1 — which is physically connected to both the East Coast Main Line and the North London Line (for the West Coast Main Line) at London St Pancras International – and the increased maximum speeds on the West Coast Main Line since the 2000s may make potential Regional Eurostar services more commercially viable. This would be even more likely if proposals are adopted for a new high-speed line from London to the north of Britain. Simon Montague, Eurostar's Director of Communications, commented that: "...International services to the regions are only likely once High Speed 2 is built." However, as of 2014 the current plans for High Speed 2 do not allow for a direct rail link between that new line and High Speed 1, meaning passengers would still be required to change at London Euston and take some form of transportation to London St Pancras.

Key pieces of infrastructure still belong to LCR via its subsidiary London & Continental Stations and Property, such as the Manchester International Depot, and Eurostar (UK) still owns several track access rights and the rights to paths on both the East Coast Main Line and the West Coast Main Line. While no announcement has been made of plans to start Regional Eurostar services, it remains a possibility for the future. In the meantime, the closest equivalent to Regional Eurostar services are same-station connections with East Midlands Railway and Thameslink, changing at London St Pancras. The construction of a new concourse at the adjacent London King's Cross improved interchange with London St Pancras and provided London North Eastern Railway, Great Northern, Hull Trains and Grand Central services with easier connections to Eurostar.

LGV Picardie
LGV Picardie is a proposed high-speed line between Paris and Calais via Amiens. By cutting off the corner of the LGV Nord at Lille, it would enable Eurostar trains to save 20minutes on the journey between Paris and Calais, bringing the London–Paris journey time under 2hours. In 2008 the French Government announced its future investment plans for new LGVs to be built up to 2020; LGV Picardie was not included but was listed as planned in the longer term.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Eurostar


text:
Talk:English orthography

Dual function letters
English has a unique feature. Check out this words: do, wind, read and bass. They are important, because they actually have 2 pronouncings each one with a different meaning for each pronouncing. It is unique, because it doesn't happen in other languages with a Latin alphabet. For me, English is an second language, and this aspect makes me difficult learning it. Chinese, Japanese, Korean and Vietnamese language share this feature, however they don't have a Latin alphabet.

Ough in Irish place names
In Irish place names, /ɒx/ (for most speakers merged with /ɒk/) spelled “ough” is a common anglicisation of Irish ach(a), och(a), uach etc., e.g. Glendalough /ˌɡlɛndəˈlɒx/, Ardclough /ɑːr(d)ˈklɒx/, Loughrea /lɒxˈreɪ/, Loughmoe /lɒxˈmoʊ/. But on this page it is listed as an exceptional one word pronunciation in "lough". Maybe it should be added to the "typical pronunciations" list? Also, in Oughterard (another place name), ough represents /uːx/, is this applicable for the one word exception list? 2A01:B340:86:C412:485C:1635:9B2A:A464 (talk) 22:12, 2 September 2023 (UTC)

Why is the hover-page preview for this article the Israeli flag?
I suspect this is a side-effect of a link somewhere in the article to an Israel-related page, but it seems rather unusual to have the page image be the flag of a country whose official language is not English. Is there a way to fix this? -- LWG talk 01:43, 17 September 2023 (UTC)

 * No, it's the result of vandalism to a module that was transcluded on the page. It's been reverted and the cache updated so it seems to have gone away. Nardog (talk) 02:10, 18 September 2023 (UTC)

Wiki Education assignment: Linguistics in the Digital Age
— Assignment last updated by Emmasarkan (talk) 20:39, 25 March 2024 (UTC)

'Wehrmacht', 'Dzongha', 'Nietzschean' and 'Qin' is generally considered to be not English orthography
Proper nouns in English are capitalised and non-italicised, which may have caused the confusion that these foreign proper nouns are English words. Frankly, they are not English words as they are romanisations of foreign languages, and do not follow existing English orthotactics. Thus, I'm fairly certain that they should be removed or moved into a different list under the grounds of not being English -- English speakers usually require a sound guide or be seperately taught how to pronounce these words, and the fact that they exist on the page merely clutters and complicates the list. Sidesyci (talk) 02:41, 3 April 2024 (UTC)

Duplication of information on vowel letters followed by
The Spelling-to-sound correspondences section "Combinations of vowel letters" contains the typical pronunciation of each vowel letter combination in all possible environments, including when followed by , which is nearly always a separate category requiring a separate row. However, there is also a section "Combinations of vowel letters and ⟨r⟩" which contains the same information as was in the "when followed by " rows of "Combinations of vowel letters". This is unnecessary duplication of information, and means that any edit to the "vowel letter followed by " pronunciation has to be made in two places. It runs the risk of an editor making an edit in one of the tables and neglecting to make it in the other one, resulting in the information getting out-of-sync.

We do not need to list the information twice, so we should either remove the "before " rows from the "Combinations of vowel letters" table, or remove the "Combinations of vowel letters and ⟨r⟩" table altogether. Since the "Combinations of vowel letters" table is incredibly long and cluttered, not helped by nearly always requiring a separate "before " row, sometimes multiple "before " rows, for each vowel letter combination, I propose the former. Remove the "before " rows from the "Combinations of vowel letters" table, adding a note that this excludes when followed by . We can then have the "Combinations of vowel letters and ⟨r⟩" table as the sole home of this information, which will be a lot more readable and eliminate the unnecessary duplication and editing problems that I mentioned. Offa29 (talk) 12:03, 30 April 2024 (UTC)

title: Talk:English orthography


text:
Equinox

A solar equinox is a moment in time when the Sun crosses the Earth's equator, which is to say, appears directly above the equator, rather than north or south of the equator. On the day of the equinox, the Sun appears to rise "due east" and set "due west". This occurs twice each year, around 20 March and 23 September.

More precisely, an equinox is traditionally defined as the time when the plane of Earth's equator passes through the geometric center of the Sun's disk. Equivalently, this is the moment when Earth's rotation axis is directly perpendicular to the Sun-Earth line, tilting neither toward nor away from the Sun. In modern times, since the Moon (and to a lesser extent the planets) causes Earth's orbit to vary slightly from a perfect ellipse, the equinox is officially defined by the Sun's more regular ecliptic longitude rather than by its declination. The instants of the equinoxes are currently defined to be when the apparent geocentric longitude of the Sun is 0° and 180°.

The word is derived from the Latin aequinoctium, from aequus (equal) and nox (night). On the day of an equinox, daytime and nighttime are of approximately equal duration all over the planet. Contrary to popular belief, they are not exactly equal because of the angular size of the Sun, atmospheric refraction, and the rapidly changing duration of the length of day that occurs at most latitudes around the equinoxes. Long before conceiving this equality, primitive equatorial cultures noted the day when the Sun rises due east and sets due west, and indeed this happens on the day closest to the astronomically defined event. As a consequence, according to a properly constructed and aligned sundial, the daytime duration is 12 hours.

In the Northern Hemisphere, the March equinox is called the vernal or spring equinox while the September equinox is called the autumnal or fall equinox. In the Southern Hemisphere, the reverse is true. During the year, equinoxes alternate with solstices. Leap years and other factors cause the dates of both events to vary slightly.

Hemisphere-neutral names are northward equinox for the March equinox, indicating that at that moment the solar declination is crossing the celestial equator in a northward direction, and southward equinox for the September equinox, indicating that at that moment the solar declination is crossing the celestial equator in a southward direction.

Daytime is increasing at the fastest at the vernal equinox and decreasing at the fastest at the autumnal equinox.

General
Systematically observing the sunrise, people discovered that it occurs between two extreme locations at the horizon and eventually noted the midpoint between the two. Later it was realized that this happens on a day when the duration of the day and the night are practically equal and the word "equinox" comes from Latin aequus, meaning "equal", and nox, meaning "night".

In the northern hemisphere, the vernal equinox (March) conventionally marks the beginning of spring in most cultures and is considered the start of the New Year in the Assyrian calendar, Hindu, and the Persian or Iranian calendars, while the autumnal equinox (September) marks the beginning of autumn. Ancient Greek calendars too had the beginning of the year either at the autumnal or vernal equinox and some at solstices. The Antikythera mechanism predicts the equinoxes and solstices.

The equinoxes are the only times when the solar terminator (the "edge" between night and day) is perpendicular to the equator. As a result, the northern and southern hemispheres are equally illuminated.

For the same reason, this is also the time when the Sun rises for an observer at one of Earth's rotational poles and sets at the other. For a brief period lasting approximately four days, both North and South Poles are in daylight. For example, in 2021 sunrise on the North Pole is 18 March 07:09 UTC, and sunset on the South Pole is 22 March 13:08 UTC. Also in 2021, sunrise on the South Pole is 20 September 16:08 UTC, and sunset on the North Pole is 24 September 22:30 UTC.

In other words, the equinoxes are the only times when the subsolar point is on the equator, meaning that the Sun is exactly overhead at a point on the equatorial line. The subsolar point crosses the equator moving northward at the March equinox and southward at the September equinox.

Date
When Julius Caesar established the Julian calendar in 45 BC, he set 25 March as the date of the spring equinox; this was already the starting day of the year in the Persian and Indian calendars. Because the Julian year is longer than the tropical year by about 11.3 minutes on average (or 1 day in 128 years), the calendar "drifted" with respect to the two equinoxes – so that in 300 AD the spring equinox occurred on about 21 March, and by the 1580s AD it had drifted backwards to 11 March.

This drift induced Pope Gregory XIII to establish the modern Gregorian calendar. The Pope wanted to continue to conform with the edicts of the Council of Nicaea in 325 AD concerning the date of Easter, which means he wanted to move the vernal equinox to the date on which it fell at that time (21 March is the day allocated to it in the Easter table of the Julian calendar), and to maintain it at around that date in the future, which he achieved by reducing the number of leap years from 100 to 97 every 400 years. However, there remained a small residual variation in the date and time of the vernal equinox of about ±27 hours from its mean position, virtually all because the distribution of 24 hour centurial leap-days causes large jumps (see Gregorian calendar leap solstice).

Modern dates
The dates of the equinoxes change progressively during the leap-year cycle, because the Gregorian calendar year is not commensurate with the period of the Earth's revolution about the Sun. It is only after a complete Gregorian leap-year cycle of 400 years that the seasons commence at approximately the same time. In the 21st century the earliest March equinox will be 19 March 2096, while the latest was 21 March 2003. The earliest September equinox will be 21 September 2096 while the latest was 23 September 2003 (Universal Time).

Names

 * Vernal equinox and autumnal equinox: these classical names are direct derivatives of Latin (ver = spring, and autumnus = autumn). These are the historically universal and still most widely used terms for the equinoxes, but are potentially confusing because in the southern hemisphere the vernal equinox does not occur in spring and the autumnal equinox does not occur in autumn. The equivalent common language English terms spring equinox and autumn (or fall) equinox are even more ambiguous.  It has become increasingly common for people to refer to the September equinox in the southern hemisphere as the Vernal equinox.
 * March equinox and September equinox: names referring to the months of the year in which they occur, with no ambiguity as to which hemisphere is the context. They are still not universal, however, as not all cultures use a solar-based calendar where the equinoxes occur every year in the same month (as they do not in the Islamic calendar and Hebrew calendar, for example). Although the terms have become very common in the 21st century, they were sometimes used at least as long ago as the mid-20th century.
 * Northward equinox and southward equinox: names referring to the apparent direction of motion of the Sun. The northward equinox occurs in March when the Sun crosses the equator from south to north, and the southward equinox occurs in September when the Sun crosses the equator from north to south. These terms can be used unambiguously for other planets. They are rarely seen, although were first proposed over 100 years ago.
 * First point of Aries and first point of Libra: names referring to the astrological signs the Sun is entering. However, the precession of the equinoxes has shifted these points into the constellations Pisces and Virgo, respectively.

Length of equinoctial day and night

On the date of the equinox, the center of the Sun spends a roughly equal amount of time above and below the horizon at every location on the Earth, so night and day are about the same length. Sunrise and sunset can be defined in several ways, but a widespread definition is the time that the top limb of the Sun is level with the horizon. With this definition, the day is longer than the night at the equinoxes:
 * 1) From the Earth, the Sun appears as a disc rather than a point of light, so when the centre of the Sun is below the horizon, its upper edge may be visible. Sunrise, which begins daytime, occurs when the top of the Sun's disk appears above the eastern horizon. At that instant, the disk's centre is still below the horizon.
 * 2) The Earth's atmosphere refracts sunlight. As a result, an observer sees daylight before the top of the Sun's disk appears above the horizon.

In sunrise/sunset tables, the atmospheric refraction is assumed to be 34 arcminutes, and the assumed semidiameter (apparent radius) of the Sun is 16 arcminutes. (The apparent radius varies slightly depending on time of year, slightly larger at perihelion in January than aphelion in July, but the difference is comparatively small.) Their combination means that when the upper limb of the Sun is on the visible horizon, its centre is 50 arcminutes below the geometric horizon, which is the intersection with the celestial sphere of a horizontal plane through the eye of the observer.

These effects make the day about 14 minutes longer than the night at the equator and longer still towards the poles. The real equality of day and night only happens in places far enough from the equator to have a seasonal difference in day length of at least 7 minutes, actually occurring a few days towards the winter side of each equinox. One result of this is that, at latitudes below ±2.0 degrees, all the days of the year are longer than the nights.

The times of sunset and sunrise vary with the observer's location (longitude and latitude), so the dates when day and night are equal also depend upon the observer's location.

A third correction for the visual observation of a sunrise (or sunset) is the angle between the apparent horizon as seen by an observer and the geometric (or sensible) horizon. This is known as the dip of the horizon and varies from 3 arcminutes for a viewer standing on the sea shore to 160 arcminutes for a mountaineer on Everest. The effect of a larger dip on taller objects (reaching over 2½° of arc on Everest) accounts for the phenomenon of snow on a mountain peak turning gold in the sunlight long before the lower slopes are illuminated.

The date on which the day and night are exactly the same is known as an equilux; the neologism, believed to have been coined in the 1980s, achieved more widespread recognition in the 21st century. At the most precise measurements, a true equilux is rare, because the lengths of day and night change more rapidly than any other time of the year around the equinoxes. In the mid-latitudes, daylight increases or decreases by about three minutes per day at the equinoxes, and thus adjacent days and nights only reach within one minute of each other. The date of the closest approximation of the equilux varies slightly by latitude; in the mid-latitudes, it occurs a few days before the spring equinox and after the fall equinox in each respective hemisphere.

Auroras
Mirror-image conjugate auroras have been observed during the equinoxes.

Cultural aspects
The equinoxes are sometimes regarded as the start of spring and autumn. A number of traditional harvest festivals are celebrated on the date of the equinoxes.

People in countries including Iran, Afghanistan, Tajikistan celebrate Nowruz which is spring equinox in northern hemisphere. This day marks the new year in Solar Hijri calendar.

Religious architecture is often determined by the equinox; the Angkor Wat Equinox during which the sun rises in a perfect alignment over Angkor Wat in Cambodia is one such example.

Catholic churches, since the recommendations of Charles Borromeo, have often chosen the equinox as their reference point for the orientation of churches.

vishu
Vishu, from Sanskrit Viṣuvam, literally means 'equal', and it connoted to the celebration of spring equinox in the past. The spring equinox however occurs 24 days before the day of Vishu, on 21 March/Meenam 7, due to precession of equinoxes.

Effects on satellites
One effect of equinoctial periods is the temporary disruption of communications satellites. For all geostationary satellites, there are a few days around the equinox when the Sun goes directly behind the satellite relative to Earth (i.e. within the beam-width of the ground-station antenna) for a short period each day. The Sun's immense power and broad radiation spectrum overload the Earth station's reception circuits with noise and, depending on antenna size and other factors, temporarily disrupt or degrade the circuit. The duration of those effects varies but can range from a few minutes to an hour. (For a given frequency band, a larger antenna has a narrower beam-width and hence experiences shorter duration "Sun outage" windows.)

Satellites in geostationary orbit also experience difficulties maintaining power during the equinox because they have to travel through Earth's shadow and rely only on battery power. Usually, a satellite travels either north or south of the Earth's shadow because Earth's axis is not directly perpendicular to a line from the Earth to the Sun at other times. During the equinox, since geostationary satellites are situated above the Equator, they are in Earth's shadow for the longest duration all year.

Equinoxes on other planets

Equinoxes are defined on any planet with a tilted rotational axis. A dramatic example is Saturn, where the equinox places its ring system edge-on facing the Sun. As a result, they are visible only as a thin line when seen from Earth. When seen from above – a view seen during an equinox for the first time from the Cassini space probe in 2009 – they receive very little sunshine; indeed, they receive more planetshine than light from the Sun. This phenomenon occurs once every 14.7 years on average, and can last a few weeks before and after the exact equinox. Saturn's most recent equinox was on 11 August 2009, and its next will take place on 6 May 2025.

Mars's most recent equinoxes were on 12 January 2024 (northern autumn), and on 26 December 2022 (northern spring).

title: Equinox