One of the trains from French manufacturer Alstom, which Evolyn says it plans to buy. Photo: Artie Ng/Getty
When Margaret Thatcher and François Mitterrand unveiled plans for the Channel Tunnel, the privately funded megaproject was heralded as a triumph of capitalism.
However, since the London to Paris service began in 1994, the tunnel has been a relative monopoly, with only one provider — Eurostar — operating passenger trains.
Now it may be about to begin. change.
Evolyn, an upstart founded by a wealthy Spanish family and backed by mysterious investors, promises to shake up the market with «competitively priced» rail services.
Experts agree that there is a gap in the market. The tunnel has long failed to realize its full potential: according to preliminary forecasts, about 17–20 million passengers a year will use it, but in 2019 only 11 million people traveled on Eurostar.
Challenging Eurostar will be easier said than done, however. Evolyn faces many obstacles, from purchasing trains to obtaining regulatory approvals.
The company caused a stir this month when it said it had reached an agreement with French manufacturer Alstom to buy 12 high-speed trains that will begin service from the UK to Europe as early as 2025.
Jorge Cosmen, Evolyn's chief executive, said that the acquisition was a «decisive step» for the new rail operator.
But just days later, Alstom denied Kosmen's claim, stressing that no deal had yet been reached.
The chaotic start raised doubts regarding whether Evolyn can deliver on its promise to launch in just two years.
Mark Smith, travel writer and rail enthusiast better known as Man in Seat 61, says: “They are clearly serious, they clearly have financial backing.
“But I am quite confident — most commentators are quite confident — that they will not do this by 2025.”
Evolyn was registered only last year. Its directors are Felipe and Amalia Cosmen, Jorge's siblings.
The Cosmen are a very private Spanish family who rarely give interviews.
They date their wealth to the 18th century, when they began running horse-drawn carriages in Asturias, a region in northwestern Spain. That venture grew into a transportation business.
A street in the city of Oviedo is named after Jorge's father, Pepe, the patriarch credited with turning the family business into a major bus operator in Europe, South America and other countries. China.
In 2005, the Cosmens became the largest shareholders of National Express, now called Mobico, by selling their Madrid business to Alsa for a stake in the London-listed company and a payment of £149 million.
The merger sparked speculation that that the Cosmens aim to become influential figures in UK transport. However, their attempt to challenge Eurostar may be the first time they have raised their head above the parapet.
Alstom Avelia trains have not yet received permission to travel from London to Paris. Photo: Vincent Isore/Zuma Press
Jorge Cosmen, who runs the family's day-to-day affairs with Evolin, declined to be interviewed. He reportedly studied in France before going to business school in London and was deputy chairman of Mobico, where he is currently a board member.
Evolin claims that along with Cosmens he has enlisted the support of other French people. and British partners, including industrialists and investment funds, as well as interest from financiers, railway specialists and international funds.
The identities of his supporters are kept in the strictest confidence. Asked if there was one particularly high-profile British billionaire among them, the spokesman said: “We can neither confirm nor deny the names of Evolyn investors at this stage.”
One thing is for sure, however: they will need deep pockets . .
And even if Evolyn can raise the necessary funding, it will have to overcome huge regulatory hurdles that have hampered potential Eurostar rivals in the past.
Trains from London to Paris must obtain three regulatory approvals to allow them to operate on HS1 line from London to Kent, through the 31-mile tunnel itself, and then along the French tracks to Paris on the other side.
At present, only a few train models have received approval, including two types of trains currently used by Eurostar itself. The Tunnel has its own particularly stringent requirements related to fire prevention.
The Alstom Avelia trains that Evolyn says it plans to buy are not on the list, although a similar model is currently being tested by the French state railway company SNCF .
Interestingly, the trains Evolyn is eyeing are on the list. both single-deck and double-deck formats, potentially giving the company the ability to operate higher-capacity trains than its current rival.
Independent rail consultant John Worth believes Evolyn could succeed if it opted for a «Ryanair-style service.» focused on transporting the maximum number of passengers at inexpensive rates.
However, he also doubts the current timing of the project.
“You will have to not only order new trains, but also get approval for a new one train designs for the Tunnel,” says Worth.
«It's not impossible to do, but it takes years to design and build a train — so even if you can get a contract now, there's no guarantee you'll get one.» by 2025.”
German giant Deutsche Bahn is one of the few to have received approval for its InterCity Express (ICE) trains.
The company made a trial run to St Pancras in 2010, but more than a decade later, hopes of a London-Frankfurt service have come to nothing.
Spanish state rail giant Renfe recently announced it was considering opening a service between London and Paris using its own trains, but this is yet to be approved by regulators.
The rails themselves are expected to have enough space for additional services. However, Evolyn and other contenders are facing capacity problems at railway stations.
Eurostar itself has been looking to expand for some time, but has been held back by restrictions on passport controls and departure lounge capacity at St Pancras and Gare du Nord.< /p> 
Eurostar expansion is limited by capacity at St Pancras station. Photo: Getty/Artie Ng
The need to create separate queues for passports as Brexit has also increased delays and led to many Eurostar trains leaving partly empty.
If these hurdles can be overcome and a rival can be launched service, this will be good news for customers.< /p>
Ian Leriche, chief executive of tunnel owner GetLink, says fees (and therefore ticket prices) will fall if the fixed costs of running the tunnel can be distributed among more operators.
p>“It’s a virtuous circle… it’s good for the environment and it’s good for customers,” he says.
It will also be good for spacemen—if they will be able to implement their plan.< /p>
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