London rail hub to double passenger flow to 5,000 passengers by the end of 2028
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St Pancras International, the historic terminus at the heart of London, is preparing for one of the most significant overhauls in its modern history. A project backed by London St Pancras Highspeed (formerly HS1) and Eurostar is moving forward to transform the station’s capacity, layout, and operations. The aim is to future-proof a critical part of the UK’s rail infrastructure as passenger volumes grow and border controls tighten.
The project, formalised by a letter of intent between HS1 and Eurostar, appoints architecture firm Hawkins\Brown to lead the phased redevelopment of the international terminal. Alongside Ramboll, Momentum, Montagu Evans, and Willmott Dixon Interiors, the firm is charged with balancing modernisation with the preservation of a nationally listed structure.
Why passenger capacity at St Pancras must evolve by 2028
Three forces are driving the need for change. First, international rail traffic is expected to triple. A 2024 study projects passenger numbers to rise from 11 million to 35 million annually by 2040. The current infrastructure, which manages between 1,800 and 2,000 passengers per hour, is already operating near its limit.
Second, new border protocols are intensifying pressure on passenger processing. The EU’s Entry/Exit System, launching in late 2025, will require biometric checks for all non-Schengen travellers. The added screening time poses operational challenges, particularly during peak travel periods.
Third, demand for low-carbon travel is rising. High-speed rail produces significantly lower emissions than short-haul flights, making it a preferred option for climate-conscious travellers. If capacity at St Pancras doesn’t scale accordingly, London could miss a key opportunity to shift traffic from air to rail.
How a three-phase plan will transform rail travel through London
The expansion program is organised into three stages, each designed to incrementally improve passenger flow while preparing for long-term growth.
Phase one, due for completion within four years, focuses on optimising immigration and security within the station’s existing layout. Adjustments in queue management, screening lanes, and boarding procedures are expected to increase capacity to about 2,700 passengers per hour.
Phase two, targeted for 2028, will reconfigure the international departure area and its connection to the main concourse. Key upgrades include expanded circulation space and improved vertical access. The result is expected to be a near doubling of capacity to 5,000 passengers per hour.
Phase three, planned for the 2030s, will consider structural modifications such as relocating arrival processing to a new upper level. This would free space for future enhancements or operator-specific zones.
Architectural and operational design: form follows flow
Designing for both performance and preservation is a central challenge. St Pancras is a Grade I-listed structure, combining Victorian architecture with modern infrastructure. Hawkins\Brown’s approach focuses on discrete architectural interventions that improve efficiency without altering the building’s historic elements.
Passenger flow is the top priority. The redesign will apply layout strategies commonly used in aviation, such as central screening and simplified wayfinding. At the same time, the station will retain its distinct identity as a rail hub with high visibility, natural light, and architectural continuity.
Security processes, vertical circulation, and departure lounge capacity will all be reconsidered. The result should be faster movement through the station, reduced congestion, and better alignment with the needs of multiple operators.
The long-term vision: new operators, new cities, and market shifts
The expansion of St Pancras is as much about economic positioning as it is about infrastructure. Eurostar currently dominates cross-channel services, but emerging operators such as Virgin, Evolyn, and Heuro are looking to enter the market. To support competition, the station must transition from a single-operator facility into a shared, scalable terminal.
New destinations are also on the table. Services to Frankfurt, Zurich, Geneva, Milan, and Cologne are under evaluation. Infrastructure readiness is a prerequisite for these routes, especially as rolling stock and international agreements evolve.
For HS1, the broader goal is to increase the value of its corridor between London and the Channel Tunnel by making St Pancras a functional gateway to mainland Europe. As capacity increases and new routes come online, the terminal could become one of Europe’s most important rail nodes for cross-border travel.
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