In article , Alistair
Bell writes
Running Eurostar to Watford Junction and Reading (given that every
Eurostar has to be dividable to run through the tunnel, you could even
split the one train to the two destinations)

Eurostars are dividable, but I don't think they have a driving cab at
the "inner" ends. As I understand it, in the event of a problem the idea
is that everyone gets moved into the unaffected half which heads for the
end it's facing, leaving the other half behind.

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In article , Alistair
Bell writes
Running Eurostar to Watford Junction and Reading (given that every
Eurostar has to be dividable to run through the tunnel, you could even
split the one train to the two destinations)

Eurostars are dividable, but I don't think they have a driving cab at
the "inner" ends. As I understand it, in the event of a problem the idea
is that everyone gets moved into the unaffected half which heads for the
end it's facing, leaving the other half behind.

That seems reasonable, but does not exclude the possibility of *emergency*
operation of half-Eurostars from a 'provisional' driving position at the
"inner" end. Certainly, half-Eurostars have been on public display at
various SNCB stations far from Brussels, but just how they got there (and
back) remains a mystery...

Bearing in mind the additional operational flexibility that *routine*
operation of half-Eurostars would offer on both sides of the Tunnel (for
running through which they would of course have to be coupled together), I'm
surprised that at least one of the NoL sets hasn't already had the "inner"
end re-fitted with the type of connection used on the SNCB's AM96 EMUs (the
ones with the big black rubber bumper surrounding a swing-away driving
position).

Regards,

- Alan (in Brussels, mind the spamtrap)