Faster rolling stock identified as key to shifting logistics traffic onto rail
The return of high-speed logistics for the UK railway forms a key part of Rail Operations (UK) Limited’s ambitions.
Speaking exclusively to RAIL, Chief Executive Officer Karl Watts said that a new company, Orion, had been formed under the ROL umbrella.
“It’s about modal shift from road to rail. We looked at this a few months ago. We recognised that actually this never worked in the past as the timings never worked.”
He said the number of commercial vehicles on roads had “gone through the roof”, and that although the number of Heavy Goods Vehicles on roads was in decline, the number of Light Goods Vehicles had risen. Watts explained that in 2012 there were 1.5 billion parcels delivered, whereas in 2020 that figure will be 4.6 billion.
Watts plans to make use of some of the 4,000 passenger vehicles being sent off-lease, and has signed an agreement with Porterbrook to lease two tri-mode Class 769 FLEX units for this work. Orion is also interested in High Speed Trains, as well as electric traction.
He told RAIL that for the logistics market, speed is essential: “We looked at parcels operations, although I prefer to call it logistics. On secondary routes we think 100mph would suffice. By these I mean off the premier routes. The premier routes are the East Coast and West Coast Main Lines - the Anglo-Scottish routes. These need 125mph for the paths ideally.
“When talking to potential customers, we have found that we need credible timings. Network Rail has told the freight industry that paths need surrendering and several thousand have been given up, but the capacity is there if you can live with 125mph Pendolinos or Azumas. We need to get going, fast - and then keep going.”
Watts said NR has agreed that any trial can have free access: “We have spoken to Porterbrook about the Cargotrain concept [freight HSTs]. We told them it won’t work with an HST, as nobody wants diesels. You cannot go to someone like Sainsbury’s and offer a 40-yearold heritage train. Emissions are key these days.
“It may work as part of a hybrid bi-mode set, but the HST won’t be the prime mover. And an HST running 400 miles under the wires will never work politically.”
Watts wants to resurrect the Class 91/43 operations used when the electrics were first introduced on the ECML in 1988. The ‘43’ acted as a Driving Van Trailer, but also provided power.
“The concept is well-established. If you need 125mph paths then there are ‘91s’ available, and if you need 110mph paths then maybe
use a Class 90 or ‘93’. It must be Mk 3s. I am talking to the rolling stock companies.”
As for the FLEX order, he said he wants these to show the logistics market something tangible: “We are pushing the boat out here. They would be used on the secondary routes, but I have not yet decided where the demonstrations would be.
“The plan is to sign the deal and contact key players in the industry. I have been talking to Amazon and Royal Mail, but there are 190,000 logistics companies in the UK. OK, some are one man and a parcel, but not all of them.”
The first ‘769’ will be delivered to Orion next November, with the second a month later.
“We have done some work on the plan, but we are risk-averse and so they will retain passenger information systems and their data hubs. The windows will be covered, but not removed. We are doing as little as possible to the trains, although the floors will be strengthened, too. Basically, the plan is that if it is unsuccessful, we can put it into passenger use.”
Watts said of the logistics market: “Parcels and express delivery will be worth £16.7 billion. If I get 5% it’s a lot. I want 10%. I want a system of 100mph and 125mph networks. It’s the return of Rail Express Systems, but with more sophisticated traction and rolling stock.”