Bringing Stratford International's unused cross-Channel facilities into service is estimated by City Hall to require about £20m of work, centred on border control, passenger security and the fit-out of infrastructure that was built into the station but has never handled international passengers.
Budget 2026 has now given the proposal a potential financing route. The Treasury's Budget document says a Business Rates Retention Zone will be developed around Stratford, subject to business-case approval, to address capacity constraints at the main Stratford station and support development around it. Government also committed to work with the Greater London Authority with the aim of enabling international services to call at Stratford International.
The £20m figure is an estimated fit-out cost, not an awarded construction contract or Treasury grant. No main works procurement for the international facilities has been announced. LCM's analysis of the London transport measures in Budget 2026 also found that the Stratford funding mechanism remains subject to its business case.
Stratford International already has platforms and terminal space built for international services, with further border, security and passenger-processing fit-out required before cross-Channel trains could call. Illustration: London Construction Magazine.
International platforms are already built
The construction proposition at Stratford is unusual because much of the physical railway infrastructure already exists. London St Pancras Highspeed's network documentation shows four high-speed platforms at the station. Platforms 1 and 4, intended for international use, are 410 metres long; the two domestic platforms used by Southeastern are 290 metres.
The station also contains international arrival and departure areas and large passenger concourses. London St Pancras Highspeed's network statement records Stratford as an international station requiring further fit-out before international services can use those facilities.
London St Pancras Highspeed owns and operates Stratford International and the HS1 infrastructure, alongside St Pancras International, Ebbsfleet International and Ashford International. The prospective works are therefore closer to a secure terminal conversion and operational fit-out than construction of a new railway station.
Border and security systems form the missing package
The main physical requirements identified so far are passport-control and customs facilities, baggage and passenger security screening, controlled international passenger routes and a secure waiting area. Check-in and ticketing systems, passenger information, wayfinding and accommodation for border personnel would also be required before the international section could operate.
The Mayor told the London Assembly in 2025 that security and border-control infrastructure were among the main obstacles to using the station for cross-Channel services. The City Hall response identified passport control, customs, baggage screening and an international waiting area as investment requirements.
Earlier operator guidance for HS1 also identified communications equipment, security-search systems, signage, furniture and passenger-processing equipment among the remaining fit-out requirements for Stratford's international zone.
Border Force has already discussed the operational requirements with prospective operator Virgin Trains. Material released through the rail regulatory process refers to establishing Stratford International as a new point of entry, the passenger journey through border controls and the operating requirements that would have to be met before services could stop there.
Virgin has HS1 access from 2030
The Office of Rail and Road approved a new framework track-access agreement for Virgin in August. It permits up to 20 daily return services between London and Paris, Brussels or Amsterdam from 1 October 2030 to the end of 2040.
The ORR decision covers access to HS1, with Virgin still required to procure rolling stock, secure access to continental networks and obtain the necessary safety approvals. Stratford is being considered as an additional stop; the framework access approval does not require Virgin to call there.
That leaves the proposed 2030 start for Stratford as a programme objective tied to the station works, border arrangements and an operator choosing to serve it.
Stratford has two separate station programmes
The international fit-out also sits beside a much larger project at the main Stratford station. The two schemes concern separate stations: Stratford International is on HS1, while Stratford station is the neighbouring TfL and National Rail interchange served by the Elizabeth line, Central and Jubilee lines, DLR, London Overground and National Rail services.
The main station redevelopment has its own business-case and design programme. Arup is leading a multidisciplinary team including Grimshaw, 5th Studio, BAM, Corderoy, make:good and Kanda Consulting, working with Newham Council, Network Rail, Transport for London and the former London Legacy Development Corporation structure on the station and surrounding public realm.
That programme has been developed around capacity constraints at the interchange and growth in the surrounding area. Project documents have associated the wider station work with capacity for about 2,000 homes, 10,000 jobs and 150,000 sq m of commercial space.
The new Business Rates Retention Zone therefore has a wider purpose than the estimated £20m international fit-out. The Treasury explicitly links it to capacity at Stratford station and surrounding development, with international services at Stratford International identified separately in the same Budget package. That follows the transport-led funding model examined in LCM's earlier analysis of London's transport investment pipeline.
The next formal step is the Stratford Business Rates Retention Zone business case. For the international station itself, the construction signal will come when the sponsor defines the border and security fit-out, appoints the design team and moves the first package into procurement.
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