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Gunnel carrot

28th March 1987, Page 16
28th March 1987
Page 16
Page 16, 28th March 1987 — Gunnel carrot
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• International operators hoping to improve their efficiency should put their money into the Channel Tunnel. That is the view of David Staines, management services director of the joint venture company TML, which is contracted by Eurotunnel to build the fixed link and provide its shuttle trains.

Speaking at the unveiling of a full-scale model of a shuttle train in Ashford last week, Staines described the proposed project as one "which does not suffer the traumas of heavy weather and gives confidence to operators — it's got to be more attractive.'' Staines claims that by offering TIR hauliers savings in time, the tunnel will boost their operating efficiency: "If you're losing time you could be losing business as well," he said.

Despite an initial reluctance among investors to back the Channel Tunnel, which is scheduled to be opened in 1993, Staines believes there will be no problems with Equity 3 — the share offer which has to raise some £750 million before the end of the summer if the project is to go ahead.

Staines says the offer will be "on a par with the British Airways flotation with the same coverage of potential investors." Road hauliers should back the project, says Staines, although he estimates that they could have to wait up to seven years after the tunnel opens before seeing any return on their capital.

The full scale mockups are being used by Eurotunnel to develop loading techniques. If the project gets the go ahead, Eurotunnel says it could be carrying up to 100 trucks per hour in each direction at peak times.

Total journey time for a freight shuttle carrying HGVs would be 35 minutes, although whether customs on either side of the channel could cope with such a flow remains to be seen.

A single-deck through-loading freight shuttle will be able to handle 18 fully freighted artic units (one per wagon), or 25 smaller vehicles. While TML says that any rolling stock will be built to handle 40-tonne vehicles, the shuttle wagons will only be able to carry trucks up to 4.2m high. This means that most indivisible loads, along with hazardous freight, will probably be restricted to using existing ferries services.

Refreshments will be provided on shuttle trains for truck drivers, who will be able to leave their vehicles during the journey.

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