Rail Operations Group has been showing off its new Class 93 locomotives recently, hosting guests at the historic Litchurch Lane Works. The event had more than a hint of a premium product launch about it. Glossy brochures, carefully curated presentations and even the chance for a select few to take what might best be described as a controlled “test drive”.
There was a faint echo of showroom theatre in the air. No need for Arthur Daley’s sheepskin overcoat in the warm, comfortable and well-soundproofed cabs. Instead, the pitch was all smooth lines and smarter performance, as befits their Stadler Swiss heritage (although built in Spain). Tri-mode for sure, but no co-mode mode just yet—that convenience remains one for the future freight driver, even if much else here already feels like tomorrow.
Boutique operator: Big ambitions
Rail Operations Group is a specialist rather than a traditional freight haulier. It’s quietly carving out a niche in vehicle movements and logistics support, as general manager Brian Fergusson explained. “Rail Operations Group consists of three companies. Rail Operations Group, Rail Assets Division, and Traction.”
ROG is now twelve years old. “We carry around about 3,500 moves every year,” Fergusson continued. “Our driver route knowledge consists of roughly about 70% of the UK rail network.” That reach helps explain the thinking behind the investment. ROG has committed to an initial fleet of ten Class 93s, with options to expand to thirty, positioning itself to deploy the locomotives across a wide operational canvas.
A three-way pitch for tri-mode
“This is your new locomotive, the Class 93 tri-mode loco,” Fergusson told guests, none of whom were dressed like extras from Minder. Then again, the ’93 is far more sophisticated than an eighties TV comedy drama. “It is the only production tri-mode locomotive today. We’re the first to have it in the UK. Electric, diesel hybrid and battery, which means we’ve got all three sustainable tractions that are on offer today.” The sales line writes itself, but the engineering substance is hard to ignore.
The brochure (yes, there is a brochure) leans heavily on that versatility. Three’s 4MW available under the wires, for primary. Then 900kW from a Stage V diesel engine and a further 400kW from battery packs. The Class 93 is designed to switch intelligently between power sources, and on the fly if necessary. This versatility eliminates diesel under the wires or the need for costly locomotive changes. It keeps trains moving across both electrified and non-electrified routes. If that means diverting through some suburban loop line in the dead of night, well, the battery pack is almost silent.
Speedy, resilient, less idle
Much of the pitch revolves around time. The Class 93 is billed as a locomotive that “removes more than four hours of dwell time on modelled journeys”. That’s down to its ability to avoid traction changes and maintain performance across mixed infrastructure. Acceleration is another headline claim, with tractive effort sustained for longer than conventional diesel locomotives.
Fergusson pointed to recent trials, such as the DB Cargo lift out of Liverpool. “We’ve managed to take 2100 tons over Shap,” he says, referring to the challenging high point on the West Coast Main Line. “In an intermodal trial, we’ve done 1750 tons in really bad weather over Beattock summit (in Scotland).” The implication is clear. This may be a Euro-Dual platform, but there are fewer compromises on gradients and less need for double-heading. It’s a locomotive that can keep time even when the network does not always cooperate – and we all get to experience it for ourselves with a brief ‘cab ride’ along the Alstom tracks at Derby.
From brochure promise to business case
Beyond the showroom gloss, the numbers begin to matter. The Class 93 is presented as capable of reducing operating costs by around 12% per month in typical use cases, with modelled savings of roughly £22,000 per month (about €25,750) on a representative flow. Regenerative braking, lower maintenance requirements and reduced fuel consumption all feature in the calculation.
Environmental performance is equally prominent. The brochure claims emissions reductions of up to 98% on mixed-mode journeys, with battery operation enabling zero-emission running on final-mile sections.“It’s definitely the future,” as Fergusson put it. “It’s just finding that hole, really, where it’s going to run for the first time in the UK.” For now, all ten locomotives have been delivered, with a growing number accepted into service and working trials and early diagrams. Test drive, anyone? No, sorry, doesn’t come with a sunroof. Yet.