Скачать или смотреть High Speed Trains At: Harrietsham, HS1, 21/05/22

Exact location for this film was Fairbourne Lane bridge, it has some excellent views looking both towards London and ashford!

History about HS1 👇🏻

The line carries international passenger traffic between the United Kingdom and mainland Europe; it also carries domestic passenger traffic to and from stations in Kent and east London, and Berne gauge freight traffic. From the Channel Tunnel, the line crosses the River Medway, and tunnels under the River Thames, terminating at London St Pancras International station on the north side of central London. It cost £5.8 billion to build and opened on 14 November 2007.[4][5] Trains run at speeds of up to 300 kilometres per hour (186 mph) on HS1. Intermediate stations are at Stratford International in London, Ebbsfleet International in northern Kent and Ashford International in southern Kent.

A high-speed rail line, LGV Nord, has been in operation between the Channel Tunnel and the outskirts of Paris since the Tunnel's opening in 1994.[15] This has enabled Eurostar rail services to travel at 300 km/h (186 mph) for this part of their journey. A similar high-speed line in Belgium, from the French border to Brussels, HSL 1, opened in 1997.[16][17] In Britain, Eurostar trains had to run at a maximum of 160 km/h (100 mph) on existing tracks between London Waterloo International and the Channel Tunnel.[18] These tracks were shared with local traffic, limiting the number of services that could be run, and jeopardising reliability.[19] The case for a high-speed line similar to the continental part of the route was recognised by policymakers,[20] and the construction of the line was authorised by Parliament with the Channel Tunnel Rail Link Act 1996,[21] which was amended by the Channel Tunnel Rail Link (Supplementary Provisions) Act 2008.[22][23]

An early plan conceived by British Rail in the early 1970s for a route passing through Tonbridge met considerable opposition on environmental and social grounds, especially from the Leigh Action Group and Surrey & Kent Action on Rail (SKAR). A committee was set up to examine the proposal under Sir Alexander Cairncross; but in due course environment minister Anthony Crosland announced that the project had been cancelled,[24] together with the plan for the tunnel itself.

The next plan for the Channel Tunnel Rail Link involved a tunnel reaching London from the south-east, and an underground terminus in the vicinity of London King's Cross station. A late change in the plans, principally driven by Deputy Prime Minister Michael Heseltine's desire for urban regeneration in East London, led to a change of route, with the new line approaching London from the east. This opened the possibility of reusing the underused London St Pancras International as the terminus, with access via the North London Line that crosses the throat of the station.[25]

The idea of using the North London line proved illusory, and it was rejected in 1994 by the then Transport Secretary, John MacGregor, as too difficult to construct and environmentally damaging.[26] The idea of using St Pancras station as the core of the new terminus was retained, albeit now linked by 20 kilometres (12 miles) of specially built tunnels to Dagenham via Stratford.[25]

London & Continental Railways (LCR) was chosen by the UK government in 1996 to build the line and to reconstruct St Pancras station as its terminus, and to take over the British share of the Eurostar operation, Eurostar (UK). The original LCR consortium members were National Express, Virgin Group, SG Warburg & Co, Bechtel and London Electric.[27][28] While the project was under development by British Rail it was managed by Union Railways, which became a wholly owned subsidiary of LCR. On 14 November 2006, LCR adopted High Speed 1 as the brand name for the completed railway.[29] Official legislation, documentation and line-side signage have continued to refer to "CTRL".