The programme also highlights the growing importance of rail in enabling the transition. By handling long-distance trunk haul movements, rail reduces the operational demands placed on electric trucks. This allows eHGVs to focus on shorter, more predictable journeys where range and charging constraints are less acute. Maritime’s approach reflects a broader industry trend, where intermodal logistics is emerging as a practical pathway towards lower emissions.

Rail increases fivefold

With the recent opening of the Strategic Rail Freight Interchange at SEGRO Logistics Park Northampton, Maritime has strengthened the backbone of its intermodal network. The Northampton Gateway facility provides direct access to the West Coast Main Line, enabling efficient north–south rail movements while anchoring shorter road legs for final delivery. It is a model that aligns closely with the operational needs of battery-electric trucks.

With Maritime’s Northampton Gateway now live, the company’s rail freight network is even more critical to the rollout of eHGVs by shortening the road leg to a manageable electric range. “Rail is crucial for increasing the viability of eHGVs,” explained Tom Williams, deputy CEO at Maritime Transport. “Since the launch of Maritime Intermodal in 2019, we have moved from railing six per cent of our volume to circa thirty per cent in 2026.”

Rail offers a range of solutions

Range anxiety, which remains an issue for private electric vehicle owners, is evident for commercial operators too. However, the regime is more predictable in the eHGV sector, where access to charging infrastructure can be planned in advance. Even so, questions remain around how far heavy electric trucks can travel under load across varied duty cycles.

“Two of the big criticisms of eHGVs are payload and range,” said Williams. “Focusing on range, technology will help improve this area as battery chemistry develops. Charging networks are also improving, which will support longer journeys. However, these changes will take time and investment before they fully address operational requirements across the sector.”

Intermodal model reduces cost

“If we focus on these alone, there is still a lot of time and money required to overcome the barrier,” Williams added. “By using rail, which is here and in use now, we are effectively removing range as a barrier for eHGVs. Take our Manchester operation [at Trafford Park]. A vehicle, on average, will do less than 1,000 miles per week, which is well-suited to electric operation.”

“What is more,” added Williams, “if the final mile is short enough, you can reduce the number of batteries required. That in turn gives you the ability to carry more payload.” This interplay between rail and road highlights a key advantage of intermodal logistics. By shifting energy-intensive trunk haul to rail, operators can deploy lighter, more efficient electric trucks for distribution, improving both economics and emissions performance.

Infrastructure investment supports wider adoption

Maritime’s rollout includes 56 eHGVs across 13 depots and rail-connected terminals during 2026, supported by a growing high-powered charging network. Once complete, the company expects to have more than 22MW of installed capacity, capable of charging over 100 vehicles simultaneously. Importantly, this infrastructure will also be accessible to third-party operators, potentially accelerating wider industry uptake.

The initiative is backed by the government’s Zero Emission HGV and Infrastructure Demonstrator programme, delivered with support from Innovate UK. Maritime is participating across multiple projects, testing electric, hydrogen, and diesel vehicles on live routes. However, the company’s operational model remains consistent. Rail handles the long-distance movement, while electric trucks complete the final mile, offering a pragmatic route to decarbonisation using existing assets.

With freight flows typically at a low ebb over public holidays, Network Rail has made full use of the opportunity to progress vital improvement projects. Freight may have been quiet, but infrastructure trains have been busy in attendance as the August works near completion.

Engineers not bowled over: 261 not out

While passenger demand tends to vary – often shifting around areas of planned disruption – the long weekend is traditionally a window for works that can’t be undertaken during busier weekday timetables. This August, that has meant an investment of over £79 million (almost €95 million) across 261 projects, all designed to keep the network reliable for both passengers and freight.

Network Rail and contractors have been able to make significant progress on projects that would otherwise impact commercial flows. This past weekend saw work on key freight and passenger corridors, including routes out of London and through Birmingham, with diverted or suspended passenger services making room for vital renewals. While rail freight schedules are less intensive over public holidays, the industry will now be preparing to resume services across the renewed infrastructure, benefiting from the long-term reliability improvements the works are intended to deliver.

Major works centred on London and the Midlands

Among the most visible projects over the weekend were upgrades around London King’s Cross and Peterborough, part of the long-running East Coast Digital Programme. Services were suspended between the two hubs on Sunday (24 August), with onward connections managed by bus between Peterborough and Bedford – a nod to the complexity of maintaining long-distance flows during disruption.

Elsewhere in the capital, re-signalling in the Lewisham area disrupted Southeastern’s Victoria–Dartford route across Sunday and continues into Monday, with passengers diverted onto buses and alternative Overland and Tube routes. In the Midlands, the tracks of the West Coast Main Line, Europe’s busiest mixed-traffic route, take a constant beating, necessitating frequent attention. This engineering window has been no different. Track renewals at Garrison Street and Tyseley prompted the suspension of local services between Birmingham International and Birmingham New Street, while Avanti and CrossCountry passenger trains, and several intermodal paths were diverted and extended in journey time.

A long weekend of progress behind the scenes

Despite the scale of the work, Network Rail has been keen to stress that most of the network remained open throughout the weekend. The carefully orchestrated programme was designed to avoid unnecessary disruption and keep as many routes operational as possible. Still, with some alterations continuing into Monday night, passengers and operators are being advised to double-check their arrangements.

Freight operators, though relatively quiet during the works, stand to benefit too. A more reliable network and fewer unplanned interventions will ultimately support smoother, more efficient operations. Network Rail has been emphasising the TransPennine Route Upgrade and the digital signalling project on the East Coast Main Line – both long-term projects that will deliver transformational capacity enhancements – even if this weekend meant standing aside for the orange army to get on with the job.

Truck drivers are being urged to know the height of their vehicle after a Birmingham bridge was hit three times in less than a week. In one incident, a laden container truck overturned, crashing on to an active footpath. The Summer Road bridge, near Eddington Station in the north of the city centre, had to be closed multiple times for safety inspections.

Failure to stop has criminal consequences

The railway bridge on Summer Road, Erdington, was hit just before 10:00 on Wednesday (7 January). Within two hours of reopening, the bridge was hit again at 12:10. It remained closed until 13.45, badly disrupting the suburban commuter route between Birmingham New Street, Sutton Coalfield and Lichfield – the “Cross City” Line.

The incidents on Wednesday involved a vehicle that did not stop at the scene of the accident – potentially a criminal offence in the UK, and an even more serious accident just after noon. The second truck – a curtain sided HGV (Heavy Goods Vehicle) had its trailer roof ripped off.

High truck, low bridge: road-to-fail transfer

“There is no excuse for driving a lorry into a railway bridge,” said an obviously angry Martin Colmey, operations director for Network Rail’s Central Route. “Our bridges are clearly marked, and drivers should always know the height restrictions of their vehicles. To ignore both and bash a bridge, causing disruption to passengers and road users, is unforgivable.”

Britain continues to suffer from Bridge Bashing. There were 65 bridge strikes in the Birmingham region in the last year, delaying rail traffic for a combined six days of delays. West Midlands police will undoubtedly interview both the drivers involved in the two “bashes” that brought vehicles to a halt. The serious matter of the driver who failed to stop will be the subject of a police investigation.

Potentially fatal consequences

Bridge strikes are a source of considerable disruption on the UK network. However, the serious nature of the Summer Road strikes is apparent. The road narrows under the bridge, and has a footpath on both sides. In both the incidents pictured, those footpaths are compromised. Any pedestrians would be at risk of serious injury.

Birmingham has three intermodal rail terminals in the north of the city. It is not clear if the overturned truck was heading to any of those locations. The tractor unit appears to be licensed in the UK, suggesting that the driver may have been local. Perhaps they should have paid more attention to Network Rail’s Wise Up, Size Up campaign.

Excitement over the expansion

Headquartered within the historic Doncaster Railway Works, Varamis Rail has been making sparks fly with its overnight express logistics service between Birmingham and Glasgow. Now, with two Class 321 Swift EMUs leading the charge, this express logistics pioneer is a step closer to its aim of making rail-borne parcel traffic a common sight once more on the UK network.

“We’re on the fast double track to success”, said Phil Read, the mastermind behind Varamis Rail. The not usually reserved personality, was indeed not reserved about his excitement over the expansion. “Doubling our fleet means we’re not just delivering goods; we’re delivering the dream of zero-emissions logistics, cross-border, up and down England and Scotland.”

Revive the dedicated light logistics train concept

Four cars in length, stripped of all the unnecessary passenger frills and transformed into the spartan superheroes of express logistics. All this to accommodate BRUTEs, the British Rail Universal Trolley Equipment. The unsung heroes of the British railway network used to shatter the silence of every late-night terminus. They’re back, no bigger but bolder, making the Varamis operation a smooth forerunner of things to come. If the BRUTE ever has a fan club, Reid will be member number one.

Varamis Rail has been making waves as the UK’s first high-speed rail logistics company, providing lightning-fast, zero-emission linehaul logistics services. In an era where traditional parcel services almost hit the snooze button in the ’90s, Varamis Rail is leading the charge to revive the dedicated light logistics train concept. Royal Mail isn’t the only one playing the rail game in light logistics anymore.

The service takes under five hours each way between Glasgow and Birmingham. Varamis clearly believes the market has the potential to grow. Customers agree. Varamis have ambitious plans to expand. London and Edinburgh is a route in their sights. Adding the East Coast to the West Coast sounds like a double delight.

Rail is critical to the future prosperity of the region

Midlands Connect may well agree that it is not the highest profile of England’s seven sub-national transport bodies. However, the pre-statutory body has raised its profile among the rail freight community. The inaugural Freight Week was just completed (13-17 November) and was intended to do just that. As the transport arm of the Midlands Engine (a government-mandated economic development body), the team at Midlands Connect has been working with local authorities, local enterprise partnerships (LEPs), and Chambers of Commerce, as well as critical infrastructure agencies, including Highways England and Network Rail. It also involves the Midlands’ two international airports (Birmingham International and East Midlands Airport). With all those stakeholders involved, it may be difficult for rail freight interests to be heard.

Nevertheless, the executive board at Midlands Connect is well aware that rail is critical to the region’s future prosperity. “Key rail routes go through the Midlands providing through routes for goods arriving from ports in the south”, says Maria Machancoses, CEO of Midlands Connect. “Within the Midlands, these networks allow the sector to service key manufacturing bases. Rail networks allow construction materials, food, mail and other goods to be delivered effectively, such as Alstom, JCB, Nestle and Rolls Royce along the A50/500 corridor, tech companies along the A46, or ensuring timely deliveries from the Lincolnshire Food Valley.”

Strategic direction on multi-modal interchanges

The inaugural Freight Week follows on from the publication of the Midlands Connect Freight Routemap, which led to the establishment of an all-embracing Freight Forum for the Midlands. That document is over a year old, and the freight landscape has changed significantly. On the plus side, there have been opens and developments – such as the expansion of East Midlands Gateway – but also the implications of the cancellation of HS2, the high-speed rail project which will now terminate in Birmingham, depriving the network of much-needed extra capacity on routes to the north, including the West Coast Main Line, already the busiest mixed-traffic route in Europe. It was announced during Freight Week that a second issue of the Freight Routemap, with further modelling and analysis work, will be completed next year.

“Through trade and investment, the Midlands contributes 90 billion pounds [105 billion euro] annually to the UK economy”, added Maria Machancoses. “In order to keep its global competitiveness,  the demand for the movement of goods is ever-increasing, including the need for reliable connections to international gateways. With this rising demand also comes key environmental challenges, placing the freight industry at the cusp of a green technical revolution. By working with partners and businesses across the sector, we can better understand and plan alternative fuels provision and give strategic direction on multi-modal interchanges between road, rail, air, and ports.”

Eco-friendly attributes of rail transport

The site lies just south of Stafford and adjacent to the UK motorway network, giving the project plenty of potential. The promoters claim it will invigorate the regional economy and provide around 8,500 jobs. All that, it’s claimed, will add nearly one billion pounds (1,16 billion euros) annually to the national economy. That makes those intermodal trains – if not quite worth their weight in gold – certainly valuable commodities in their own right. However, the developers do emphasise that the terminal is within a four-hour drive of 88 per cent of the UK population – a stat that may well be challenged by the rail freight community.

What may drive the green credentials of the West Midlands Interchange may come from the eventual tenants who occupy the huge warehouse farm. The market is acutely aware of aligning their operational needs with environmental ones. The UK logistics industry is on its own decarbonisation journey, capitalising on the eco-friendly attributes of rail transport. The West Midlands Interchange could potentially eliminate 77 heavy goods vehicles (HGVs) from the road with each freight train, ultimately aiming to cut 50 million kilometres of HGV traffic annually.

Milestone example for private investment

“Demand for best-in-class logistics space that’s sustainable and well connected continues to significantly outstrip supply, especially in the UK’s Golden Triangle”, said James Boadle, Head of Logistics and European Strategy at Oxford Properties, referring to the concentration of inland distribution centres growing around the region. “With spades now in the ground, we are at the first step in the construction of this major project that we are undertaking alongside LCP.”

“We are delivering what will be a world-leading logistics hub, with a new Strategic Rail Freight Interchange”, said James Markby, LCP Managing Partner. “[The project is] delivering significant economic benefit to the region and nationally, and creating a milestone example for private investment that materially contributes towards a carbon net-zero future.”

Implications of HS2 cancellation

However, just as the project begins to take shape, there are concerns about the cancellation of the HS2 high-speed railway project north of Birmingham, and its potential impact on the future capacity of rail freight operations. The West Midlands Interchange, along with other rail freight terminals under construction in the Golden Triangle could face challenges in realising their full potential without the support of HS2. The new line was initially intended to enhance the UK’s rail infrastructure and create a more robust and efficient network for freight transport, particularly on the already very busy West Coast Main Line.

Construction firm, Winvic have been appointed on the first phase of the construction. Their Director of Civils and Infrastructure, Rob Cook, was confident they are prepared for the job in hand. “Our team is experienced in delivering similar sustainable rail served logistics parks and in working collaboratively to give local people access to construction skills and employment”, he said. Winvic has extensive experience in the field, and is actively involved in several other rail freight terminal projects, including the complex project at Northampton, and the recent commissioning of the second phase of East Midlands Gateway. It might not be HS2, but at least something is being built north of Birmingham.

Immediate electrification priorities

One of the central themes of the plan is the commitment to sustainability. WMRE believes that fostering growth in rail transport, for both passengers and freight, is a vital component of the region’s path to achieving net-zero emissions. This commitment aligns with the broader effort to rebuild from the pandemic’s impact while working towards a sustainable future. That though is only the most recent of the region’s blows. Decades of industrial decline, especially in heavy industry, has seen Birmingham struggle to live up to its reputation as the city of ten thousand trades.

The plan acknowledges the need to decarbonise the rail industry itself, with a strong endorsement of a rolling program of electrification. Immediate electrification priorities include the Snow Hill Lines (the routes out of Birmingham’s secondary city centre station), and several other cross-regional lines. The presence of the West Coast Main Line, and the strategic geographic location, makes the West Midlands pivotal to the UK’s freight sector. It generates a substantial volume of freight movements and houses numerous freight-related businesses, forming an integral part of the supply chain. Significant amounts of freight pass through the region, with a focus on the intermodal logistics sector, aggregates, steel, and the growing high-speed logistics sector – with an operator – Varamis – already active from Birmingham to Glasgow.

Rail freight is fostering economic growth

As befits the region’s industrial heritage, the plan emphasises that any rail strategy must fully consider the needs of freight and its future growth. Looking ahead, the report mentions aspirational development proposals beyond 2030, including the planned UK Central Hub in Solihull and a new West Midlands Freight Interchange in Staffordshire, both of which could create 86,000 jobs in the region. Fitting all that potential freight growth into a constrained network is another headache the region is happy to have. Rail is already a major player in moving people across the West Midlands. The report acknowledges that rail became the largest mode for peak travel into central Birmingham in 2017, with over 38 per cent of people using trains during the morning rush hour.

The West Midlands Rail Executive’s 30-year plan is a vision that suggests the role of rail freight is indispensable in fostering economic growth and sustainability in the region. Rail’s pivotal influence on logistics and distribution growth across the UK, particularly in intermodal rail-freight, is something that the West Midlands can embrace as a real economic driver. The plan’s integrated approach, combining passenger and freight requirements, sets a clear example that other regions might do well to embrace.

Time-critical delivery services

The endorsement from the pan-European bespoke delivery operator has been an accolade for the recent start-up rail freight company. “The introduction of this zero-emission route out of Birmingham, our primary UK hub, is a real win-win for us”, said Andrew Lowery, Managing Director UK, Carousel Logistics. “Not only does this high-speed electric train drive our journey toward carbon neutrality, it is also faster than the diesel-fuelled alternatives. We look forward to expanding our partnership with Varamis Rail as they add more capacity to this route and sustainably connect more British cities.”

The spark of initiative from Varamis Rail has seen the express logistics operator run the fastest point-to-point service on the West Coast Main Line, including prestige passenger expresses. The operator has been ramping up the voltage on their Birmingham International and Mossend service just outside Glasgow. The company is now frequently beating four hours, start to stop, on their nightly trips. “Carousel Logistics has been instrumental in helping us design a route that meets the needs of time-critical delivery services,” said Phil Read, Managing Director, Varamis Rail. “Like ourselves, [Carousel Logistics are] pioneers. Their team is innovative and exploring new, green alternatives in a bid to make cargo transport more sustainable. For this venture to be successful, it must serve the industry.”

Cost-effective, greener, viable

Carousel Logistics is now running freight out of Birmingham on Varamis Rail’s midnight service that departs just two miles away from the airport and pulls into Mossend rail hub terminal at around 04:00. A corresponding southbound evening service leaves Mossend at 18:30, just thirty minutes after the last call for cargo. The Varamis service, launched on 9 January, is fully electric and supports the achievement of the UK government’s net zero policy as an environmentally friendly alternative to road haulage.

Varamis Rail says the electric route will save 1,350 tonnes of carbon dioxide each year under the current schedule of a return journey between the cities five nights a week. “From the onset, we knew that our electric route had to be faster, more cost-effective, and greener to be viable. Carousel Logistics is helping us prove to the freight industry that we are all of the above,” added Read. The collaboration between Carousel and the all-electric Varamis service follows the logistics operator’s recent investment in Electron, a battery-run electric aircraft that will enable zero-emission, point-to-point air freight deliveries across Europe. Whether it can beat Birmingham to Glasgow in less than four hours is another matter.

Varamis focus for fast delivery

If they were given to bragging, Varamis Rail might well boast that their express logistics trains leave plodding passenger services in their dust. That would be stretching a point, but nevertheless, in a remarkable display of speed and efficiency, Varamis Rail has indeed been outpacing passenger services as they race their dedicated trains between Birmingham International and Mossend terminal in Bellshill, near Glasgow. With its non-stop express logistics trains, Varamis Rail has been breaking records and setting a whole new standard for swift transportation. It just so happens their trains are leased and carry the Swift livery too.

While the comparable passenger services glide sedately along between Birmingham New Street and Glasgow Central, Varamis Rail thunders through, bringing forth an amusing comparison. The passenger services are obliged to make those inevitable stops, to pick up the odd passenger along the way. Varamis Rail focuses solely on delivering light logistics and premium parcels, from terminal to terminal, non-stop, allowing them to maintain an uninterrupted journey.

Throwing down the gauntlet

Just last month, on the 13 June, Varamis Rail achieved a corporate record, completing a northbound journey in a breathtaking 3 hours and 55 minutes. The entire nation wasn’t quite out to line the tracks and applaud the crew across their Scottish finishing line, but in their own Race to the North, Varamis laid down a gauntlet to the rest of the West Coast operators. Varamis do point out that gauntlets are not advised for their train crew – as stainless steel garments and 25kV power supplies tend to interface in a manner likely to light up the sky on their overnight run.

Just last week, on Friday 30th of June, Varamis Rail narrowly missed setting a new “company best,” with a still impressive time of 3 hours and 58 minutes. The founder and managing director of Varamis Rail, Phil Read, couldn’t help but express his delight at the speed of the service, while maintaining a lighthearted perspective on the comparison with scheduled passenger trains. “We’re absolutely thrilled with the incredible speed of our express logistics trains. We seem to be giving the passenger services a run for their money”, said a grinning Read on the platform at Birmingham International. “Who would’ve thought our non-stop freight trains could outpace the Pendolinos. It just goes to show that when it comes to logistics, we’re not the ones tilting at windmills.”

Opposition run to catch up

The repurposed electric multiple units operated by Varamis don’t tilt like the specially-designed Pendolino trains into the sharp corners of the West Coast Main Line, but the parcels aren’t complaining, and nor are the customers. Apart from their impressive speed, Varamis Rail has also managed to achieve exceptional loading on their cross-border service, with capacity at a premium in both directions. “Our express logistics trains have become a shining example of fast, reliable, and well-loaded transportation”, said Read. “We’ve worked hard to optimise our loading capacity, and it’s paying off. We’re promoting the service both northbound and southbound, and I’m really happy with how the loadings are developing. The enforced suspension during the remodelling of Carstairs Junction, just south of our Glasgow terminal has not held back customers from using our service, and we’re now able to offer an even quicker timing, thanks to the realignment at the junction.”

Operating on the bustling West Coast Main Line, the busiest mixed-traffic route in Europe, Varamis Rail benefits from utilising overnight hours, taking advantage of available capacity and a clear run to achieve their Pendolino-beating times. “It may be the busiest route of its kind, but we’ve found capacity and its a niche that we can exploit to bring a new business sector to the railways”, said Read. “we’ve ambitions to expand and offer our service more widely. We’ve been promoting a return to the light logistics market for years, and it’s paying off for us. I’ve no doubt we’ll not be the only ones in future.”

That may be the case, but with Varamis Rail already showing a clean pair of heels on the tracks, their rivals will have to run to catch up if they’re going to take a tilt at their speedy records.

Future professionals in high office

Aston University has been teaching the course since 1973, when it was part of a combined honours degree. Back then, rail freight was a very different proposition. Birmingham echoed to the traditional sound of marshalled freight wagons at yards across the city. The transition to the hi-tech world of today’s high-speed block train operations was still in primary school. So it was with some foresight that the red brick Aston University began its own upgrade to higher education in the sector.

That combined honours degree, a valuable qualification in its own right, put many a future professional on the way to high office across the entire transport industry. As the sophistication of transport operations has grown, so has the course. That combined qualification has since evolved into a degree in its own right, offering BSc Transport Management and BSc Transport Planning degree apprenticeships. As befits the city of a thousand trades, the university remains the only one in the UK to offer a dedicated transport management degree. “Generations of our students have contributed no end to the UK’s skills in this sector”, said Doctor Lucy Rackliff, the current programme director and head of the department of Engineering Systems and Supply Chain Management. “There are few areas in the transport sphere that have not been improved by our graduates. If you studied transport at Aston University, we would love to hear from you with any stories and memories from your student days. And of course, we would love to hear about where your transport career has taken you.”

Born in a year of transition

The course has always had a focus on rail logistics. That’s an element which has become more important with each decade. Planning and controlling rail movements has become critical in today’s world of just in time express delivery and razor sharp margins. The rail freight advantage can be lost with a firm foundation in logistics. It is proving vital for everything from intermodal operations to bulk freight.

1973 saw more transition than the inauguration of the transport course. Just as the first students graduated from another British educational institution – the Open University – were receiving their degrees, the very last opportunity to view British Transport Films on public television came to an end. The still publicly owned British Railways was able to recruit and welcome its first, Aston University educated graduates in rail operations management, with a healthy side-order of technologies and processes used in rail operations management – not to mention a thoroughly space-age grounding in rail freight economics.

To share transport career stories, the University has set up an online group via LinkedIn and also invites graduates to contact the University’s alumni team at alumni@aston.ac.uk.