I arrived at Waterloo International Final at 07:11 for the departure 08:23 for Paris. Like my ticket n' was not valid by any other service, I did not take useless risks. J' stays in time to see the Eurostar train of force in the terminal starting from l' warehouse with North Pole (close to Old Oak Common on the line of London with Bristol). Waterloo International Board departure showed two trains: the 08:23 of Paris and the 10:23 in Brussels (sic). I am descended by l' escalator (it ya also an elevator) for the international contest and a member of the personnel of l' Eurostar took my ticket and to put it in the automatic door. J' went jusqu' in the room d' loading which is very intelligent. Like I n' did not have d' French money, j' changed a little with the change of office.
The cash clerks are French! J' then bought a cup of tea coming from l' one of the bars/coffees (it ya three, plus a branch of the house of the WHSmiths press and some other stores) and l' man sitting in me was also French. J' then spoke with a member about the personnel d' Eurostar and required of him why so many many employees were French. She said that some of the members of the personnel were of the French (with a French accent), then admitted qu' she was also French. I n' have any criticism with all on this point - the personnel was useful and it m' made feel like if j' stays already in France.

My train was shown on the starting screens - Platform 23 (the numbers of the platform will continue from those of the national station of Waterloo - it ya five platforms in the international station). Screens to tell you which escalators to employ to reach the train according to the number of the car containing your seat. (All the seats are reserved.) 07:55 By the terminal was the full one and the sun was with l' outside - I could see the road along the terminal through the walls of glass. At approximately 20 minutes before l' time of departure one allowed us to go up on the platforms to go up on train. Of course, I n' do not have immediately to do it - j' went jusqu' of fine the platform and a photograph with my camera showing me upright beside the car power required of a man to take. J' was surprised to note that the play was based in France with the Landy deposit. The car of the first power was number 3218 (those which are numbered 32xx French prisoners) and j' briefly spoke with the driver. It was also of Landy and it undoubtedly made remained in England, the night before. J' imagine that when the time service complete is introduced the crews work a voyage in each direction starting from their deposit. Then I walked along the train of return to my trainer (number 15). It ya 18 coaches between the two cars of power, in this case, numbered of London at the end, therefore my car was close to the face. The number of l' trainer and of destination of the service is posted on a screen with liquid crystals beside the doors the motorized doors card. (These to slip length, then draw towards l' interior towards l' trainer to close). J' had a seat side fenestrates, facing towards l' back, unfortunately. Advertisements were made to 10 and 5 minutes before the departure, d' English access, then in French. (This order was reversed when we were in France.) We left to the good moment and j' immediately noticed the smoothness of l' attraction. There was very little noise which we run on pointwork to leave the station.
Our route took to us by Brixton, Herne Hill, Penge Tunnel, Bromley South, Tonbridge and Ashford. In many places which we rounded of the curves I could see l' back of the train and d' to appreciate l' enormous length. Nowhere between London and the Channel tunnel we met at high-speed. I n' was not able to measure speed much more because j' stays sitting on the side opposed to the stations quarter mile. We passed in Tonbridge right after 09:00 and Ashford to 09:26.
We passed Westenhanger (the last station before the tunnel) to 09:32. Right before the tunnel Saltwood (where the 25kV overhead cables to begin) an advertisement was made, that we were not long in entering the Channel tunnel and that we must advance our show of 1 a.m. We arrived almost at a stand at the sides of the shuttle Cheriton administration and we had a beautiful sight on toll, space parking and loading platforms. Just before we enter the tunnel, a behaviour Eurostar London exceeds us and we entered the tunnel to 09:38. Our time of transit had been annnounced that 20 minutes and has us in fact right this time to emerge in France.

It is surprising to note how much you can see and opinion with l' interior of the tunnel. J' stays come well prepared, having read all on the tunnel of railroad in the British press, in particular the series d' articles in the magazine of the railroads written by Peter Semmens during the last years. For those which do not know it, the tunnel consists of two tunnels out of only one railway line with a tunnel smaller service in progress between the two. The railway tunnels are connected to the tunnel of service with intervals of 375m by Cross-of the passages of doors. It ya also of the conduits paramount on the tunnel of service, with 250m of the intervals to prevent a piston for purpose and to allow l' air before d' a train to pass through in l' another tunnel.
It ya full lighting of the tunnels, but the lights in the railway tunnels are normally not under tension. However, it ya a light on each screen-door of the corridor (a fluorescent lamp I compact believe), and those are lit permanently. If you sat on the good side (with l' interior of the railway tunnel, nearest to the tunnel of service), you can see these lights rather clearly. In fact, j' stays sitted of l' another side. We were on the way for France in the railway tunnel of North (as it is normal - the trains circulate on the track of left) and j' stays sitting on the left side of the train turned in the direction of Voyage. However, j' noted qu' by lowering the head jusqu' on the level of the table I could not look beyond the windows on the opposed side, and thus to see the lights (just).
My travelling companions thought that j' stays a little insane I think that I informed them that we were rolled to 98 mph (157 km/h) after 4 minutes in the tunnel. At this speed, you will pass a passage of every 8,5 seconds. To calculate speed in km/h to divide 1350 by time into seconds. (1350 are of 3/8 of 3600). For the miles per hour to divide again per 1,61. Soon, j' noticed a large pipe on the wall of the tunnel, and j' realized that we were now under water. These large tubes to transport l' cooled water coming d' a factory on bank with Shakespeare Cliff and the returns d' water heated there for heat d' to be evacuated with l' atmosphere. The pipes are not present on the section of tunnel starting from the gate of the United Kingdom at the coast, I think. I n' was not able to see whether the same ones applied to the fine French - I will see the next time as I Travel through the tunnel. The noise in the tunnel is very weak - it ya a “whistle” noise of the wheels on the rails, but any noise coming from the joints of rails because the rails are with length welded. Another thing to note when you are in the Channel tunnel is that the doors yellow firebreak slip on the bond between the trainers.
With l' free air, these doors fell down out of sight and the halls between the trainers are open. It ya a light increase in the floor above the bogie (l' trainer of the ends are dealt with on common bogie) and it ya of the doors of glass between the hall and in l' space living room. The doors firebreak n' do not prevent l' access to the next trainer - they open if you want to walk through, but I n' did not leave my place while we were in the tunnel - there was too d' experiment - I thus do not know if s' they s' open automatically when you approach. On l' to go I n' could not see that the doors dividing the cross-country race-over caves but j' stays sitting on the bad side for this purpose. To see with l' outside j' had to put my nose stuck against the window and the shield my eyes of l' interior lighting of the train. I thus did not see well by the windows opposite. We emerged in France with 10:58 (to have advanced my watch in 1 hour whereas we were in the tunnel). We could see less shuttle Frethun administration because it is more far from the line than the terminal of l' English although l' one could see a shuttle conveys about to be detached from the withdrawal threshold of the terminal on l' approaches the tunnel. High-speed Travels through France From there we truly started to act quickly. One of the attractions of the voyage, from my point of view was my first railway taste of Voyage 300km/hr. The Eurostar train is a TGV, even if it n' like tel. Your ticket of TGV is not marketed does not say however, right under the number of train, because, as of l' next year the same format of ticket will be probably used for the sleepers which will not be the TGV.
Approximately 14 minutes after having left the tunnel, we had reached 300km/hr. J' had already determined this moment by the passage of markers km on the supports of air lines. At full speed which you Travels 1 km in 12 seconds and is enough for you to divide 3600 by time more than 1 km to go your speed in km/hr. Little time after, the Chief of the Edge announced that the pilot had informed that we were now rolled at our maximum speed of 300 km/hr. When j' translated this will into 186 mph for my travelling companions English, they were impressed by speed, and rightly, because the way was smooth and calm. (The noise was slightly more sensitive qu' with 100 semi/H, but much less traditional than on the trains at high speed in Great Britain, 125 km/h) We passed d' Arras with approximately 11:38 and we were able to compare our speed with that of the traffic on l' motorway at side. Even the speed of the cars which pass seemed to go very slowly and the trucks seemed almost stationary. Of course, swindled us to more than three times speed d' a typical truck and twice more quickly than the fast cars. Bridges quite simply last flash. At certain times we passed a train in l' another direction. At the beginning, j' thought qu' it s' acted of short local trains, but later j' included/understood qu' they were French TGV units circulating at full speed. We have thus to pass them at a relative speed of 600 km/h and at this speed over the entire length of l' another train passed in less than 1,5 seconds. The remainder of the way passed quickly and we were in Paris Gare North with l' hour at 12:23, 3 hours after the departure of London Waterloo. The return voyage J' left Paris the same evening with 17:09. Arrangements at the Station of North are not very special, contrary to Waterloo. (The French had international trains of long time, of course, so qu' they do not think large-thing d' it.) It ya a small living room for the Eurostar passengers, where j' bought a cup of tea. The passengers were authorized to get into the train much earlier to Waterloo, but this measurement is necessary because all the passengers must pass consequently carries (and full capacity d' Eurostar is of 794 passengers!). Two police officers British of Transport made a strange spectacle on the quay.i spoke with l' a d' they and he answered qu' it seemed to him strange d' to be there at the station of North. As for l' to go, j' was still surprised to note that l' together and majority of l' crew was French. The car was first power 3221. It made sinks little of time after we left the Station of North, I could not see large-thing. We arrived at full speed at 17:32, passed Lille with 18:07 and to 18:35 we entered the tunnel. This time, my place was on the wall “l' interior” - we were in the railway tunnel of the South. Once again speed was d' approximately 100 m.p.h. (161 km/h) and even if j' missed the French connection, j' could see the yellow doors with the United Kingdom connection at approximately 13 minutes after being entered the tunnel.
Broadly time in the tunnel with 100 m.p.h. on the French side is divided into 6 minutes for the French connection, another 6 with the United Kingdom connection and 8 of more towards the United Kingdom gate. (It is more tunnel under ground on the English side.) The crossovers to connect the two railway tunnels and each one contains a scissors of passage located in an immense cave 170m length and 18m broad. Does the tunnel of service cross on (or under?) Railway tunnels to run beside the cave cross. Normally, the two sides of the cave are separated by steel sliding doors, but they can be cancelled to allow the trains passing d' a tunnel with l' other. That can be made in case d' urgency or during routine works on part of the tunnel. At full speed, you will pass by the cave in 3,8 seconds, therefore if you want to see the doors which you must look at outside before d' to reach the cave. We stopped in the tunnel d' approximately 4 minutes before we should have been born in England. J' thus could see the concrete segments and several of the screen-doors of passage (labelled “EXIT LEFT '). It ya also small arrows green s' light on the wall of the tunnel indicating the direction to nearest to the Cross-passage. J' had already