Maritime Transport has begun deploying a nationwide fleet of electric heavy goods vehicles (eHGV), marking a significant shift in UK freight decarbonisation. The rollout, initially centred on rail-served sites in Wakefield and Birmingham, forms part of a wider strategy that integrates zero-emission road transport with existing rail freight operations. That combination is increasingly central to making battery-electric logistics commercially viable across real-world supply chains.
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.