Английская Википедия:Intermodal railfreight in Great Britain

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Файл:88009 at Scout Green with a Daventry to Mossend intermodal train.jpg
88009 at Scout Green with a Daventry to Mossend intermodal train

Intermodal railfreight in Great Britain is a way of transporting containers between ports, inland ports and terminals in England, Scotland and Wales, by using rail to do so. Initially started by British Rail in the 1960s, the use of containers that could be swapped between different modes of transport goes back to the days of the London, Midland & Scottish Railway.

The transport of containers from ship to rail is classified by the UK government as Lo-Lo traffic (lift-on, lift-off).[1] Volumes of intermodal traffic in the United Kingdom have been rising since 1998, with an expectation of further growth in the years ahead; by 2017, railfreight was moving one in four of containers that entered the United Kingdom.[note 1] However, the movement of containers through the Channel Tunnel has been labelled as disappointing, but this has suffered myriad problems such as migrant issues and safety problems. Since privatisation of the railways in the 1990s, the market has grown from one initial operator (Freightliner), to four main operators, DB Cargo, Direct Rail Services and GB Railfreight, although other entrants have tried to run intermodal trains.

Many of the older terminals opened by British Rail have closed down, with the focus on strategic rail freight interchanges (SRFIs), which will focus on a wider area or region with good onward road, or water, transport links.

History

Файл:Bristol Freightliner Terminal - Freightliner 66504.jpg
Bristol Freightliner Terminal, which ceased to be used by intermodal trains in 2019

As a transfer container service, Freightliner was set up by British Rail as a separate company, with the first train running in November 1965.[2] It was one of the reformative ideas put forward under the aegis of Richard Beeching as part of the rationalisation of the railway network in the 1960s.Шаблон:Sfn The idea of trains moving containers pre-dated the Beeching cuts, with some suggestions being put forward in the 1950s when the railway was under the control of the British Transport Commission. In the 1950s, British Rail ran a Condor service (an Anglo-Scottish container train that ran on two axle-wagons).Шаблон:SfnШаблон:Sfn The first service of Condor containers ran in March 1959, consisting of roller-bearing flat wagons that containers could be moved on and off with ease.Шаблон:Sfn

Even further back, the swapping of containers between modes of transport was utilised in the 19th century, when wooden containers were used, but after the railways were grouped in 1921, the London Midland & Scottish Railway (LMS) introduced this type of system with steel and aluminium containers.[3]

Initially, the new Freightliner service was intended for the domestic movement of freight in containers between points in the Great Britain, with 16 terminals in operation in 1968, and Southampton and Tilbury under construction.Шаблон:Sfn However, in 1968 a London to Paris working was started which relied upon the Dover to Dunquerke train ferry, and by 1969, the service was linked into ports with a short-sea and a deep-sea service to other countries.Шаблон:SfnШаблон:Sfn By the end of the 1960s, liner trains (united transport) were carrying Шаблон:Convert per year. By the end of 1978, this average was Шаблон:Convert.[4] In 1969, British Rail transferred ownership of Freightliner to the National Freight Corporation, but with BR supplying the wagons and locomotives. It was returned to BR in 1978.[5]Шаблон:Sfn

By 1981, Freightliner was operating to 43 terminals, 25 of their own and 18 privately used locations.Шаблон:Sfn In 1982, the Port of Felixstowe was despatching three daily freight trains with containers on. In 1983, a second terminal opened (Felixstowe North), and between the two terminals, the amount of containers transhipped to and from rail was about 80,000 per year (20%).Шаблон:Sfn When a third terminal was opened in 2013 (named Felixstowe North, with the previous one being renamed Felixstowe Central), over 40 million TEUs (twenty-foot equivalent units) with 36 daily departures carrying containers were being handled.[6] In 1986 and 1987, several terminals were closed, including four in Scotland (Aberdeen, Clydeport [Greenock], Dundee and Edinburgh) despite the potential for long-distance services from these terminals. British Rail deemed it more efficient to load containers at Coatbridge in Glasgow, and use electric traction south on the West Coast Main Line.Шаблон:Sfn Before the closures, Freightliner operated 35 terminals, including ports, compared with 19 under privatisation.Шаблон:Sfn

Файл:66090 winding through Tees Yard.jpg
66090 winding through Tees Yard with a containerised chemicals train bound for Grangemouth

In 1988, Freightliner, Speedlink and Railfreight International, were amalgamated into one entity by British Rail, called Railfreight Distribution.Шаблон:Sfn A large section of the business that these three separate arms dealt with, were loss-making and the combined efforts were a way in which it was hoped to turn the businesses around.Шаблон:Sfn In 1992, it was assessed that Freightliner was making a 50% loss on its £70 million turnover, and the business was only serving nine locations. One of the problems causing this was that the deep-sea nature of the traffic carried was increasingly geared up to using the Шаблон:Convert containers, which required gauge enhancement or specially adapted wagons to be carried on the British railway system.[7]

The advent of the Channel Tunnel opening, led to a resurgence in container traffic terminals being opened. These were separated into sites away from the main railfreight business as operated between UK terminals and deep-sea ports such as Southampton and Felixstowe. New European freight terminals were built at Trafford Park in Manchester, Wakefield in West Yorkshire and Willesden in North West London. After this, the intermodal services in Britain could be subdivided into three streams; traffic to and from ports, Channel Tunnel traffic and domestic flows, of which much Anglo-Scottish traffic falls into the latter.[8] This is a complete modal shift of the domestic nature of the Freightliner network as instigated in the mid 1960s which initially envisaged the market being domestic traffic dominating. One suggestion for the change in traffic origin has been that containers entering ports have a lower transport cost, as they only need onward road transport to their final destination, as opposed to the domestic traffic which needs to be road-hauled, railed and then road-hauled again.Шаблон:Sfn

The opening of Daventry International Rail Freight Terminal (DIRFT) in July 1997, heralded another new venture into the intermodal business. The site is located on the Northampton Loop of the West Coast Main Line, and close to the M1 motorway and the A45 road. The land had been designated as a "motorway orientated growth point" in 1978, and so was ideally situated for this type of interchange and delivery point for intermodal traffic.[9] In 1997, services through the Channel Tunnel operated between Birmingham Landor Street, Daventry, Mossend, Seaforth, Trafford Park, Wakefield and Willesden in the United Kingdom, with terminals in Europe (Avignon, Barcelona, Lyon, Melzo, Metz, Muizen, Novara, Oleggio, Paris, Perpignan, Rogoredo and Turin).[10] Even so, the volumes of intermodal traffic (and other commodities) shifted by railfreight through the channel Tunnel have been low compared with forecasted freight volumes.[note 2] Whilst some problems range from the physical; migrants using the services to cross and at one point, invading the railway yard at Frethun, other problems have been strikes by French workers and fires in the tunnel which hampered pathing trains through.[11][note 3]

Binliners and other traffic

Binliners are so named because they carry waste traffic in containers on the same type of wagons used to carry (freight)liner trains, (binliner being a portmanteau of the words bin and liner, so it sounds like a binliner).[13][14]Шаблон:Sfn

The carrying of waste on the railway network, used to involve slow moving wagons, but in the 1970s, terminals began opening which would take compacted waste in containers direct to a landfill site.Шаблон:Sfn Whilst this traffic is not routinely grouped under the intermodal umbrella, its use of containers makes it an intermodal railfreight service, even if no onward road transport was used at the destination.Шаблон:Sfn Most binliners would run as block trains, but occasional special traffics would be railed to its final destination via the wagonload network, such as spent shot blast from Falmouth to Brindle Heath in Greater Manchester.Шаблон:Sfn

Файл:-198- Binliner (36367146336).jpg
A binliner train at Montpelier station, bound for Severnside EfW

Most destinations were former quarrying or mining operations that had applications to take landfill. The main sites were at Forders in Bedfordshire, Calvert in Buckinghamshire, Appleford in Oxfordshire, Roxby Gullet in Lincolnshire and Appley Bridge in Greater Manchester. The main authorities using these sites were Greater London for Forders and Calvert, Avon for Calvert and Appleford, with Greater Manchester utilising first Appley Bridge, then Roxby when Appley Bridge was full.Шаблон:Sfn A similar operation was used on the Powderhall Branch in Edinburgh, which used to take compacted waste to exhausted quarry workings at the cement works at Oxwellmains in the Scottish Borders.Шаблон:Sfn

As an adaptation of the binliner trains, a landfill tax introduced in the 2010s, prompted some authorities to send their waste to be burnt in an energy from waste plant (EfW).Шаблон:Sfn Merseyside waste is burnt at the Wilton EfW plant, and some waste from London (loaded at Brentford) is burnt at the Severnside EfW plant.[15]

Other commodities have been sent via containers such as desulphogypsum from power stations to gypsum processing plants, however, the containers are used solely for this purpose and not used as a generic swap container service available for different goods.Шаблон:Sfn Containers are used on the desulphogypsum traffic as it is sticky, so the use of hopper wagons would not work, and the use of tippler wagons would have been more expensive.[16]

Rail versus other modes

In many areas of freight transport, rail loses out to road (or water transport), typically in smaller consists which has led to the demise of the wagonload network in Great Britain due to the small tonnages involved.Шаблон:Sfn Many containers are transferred between ports in Britain by water transport, mostly at sea using coastal shipping, but some on the canal or river systems. In 2018, the movement of Ro-Ro shipping traffic (which accounts for containers transported by sea, instead of the sea to land designation, which is Lo-Lo), equated to 3.3 billion tonne kilometres, in and around the United Kingdom.[17] Even so, one of four containers that enter the United Kingdom, are then transported/part transported onwards by the use of railfreight.[18]

Where rail transport has been beneficial, it has been over long distances such as Felixstowe to Coatbridge (Glasgow). Short distance flows are deemed uneconomic unless they can either be back filled, or be given a guaranteed full load on each train. An example of this was the Wilton to Doncaster Railport service in the 1990s/early 2000s, which carried containerised chemicals a distance of just Шаблон:Convert.Шаблон:Sfn A similar service operates between Tees Dock and Doncaster iPort, which has an out and back run of only Шаблон:Convert, and as such, the train and locomotive can be utilised twice in one day, making greater use of the resources.[19] A service between Grangemouth on the Firth of Forth, and Elderslie in Renfrewshire, travelled a distance of only Шаблон:Convert in the one direction. Whilst it normally loaded to 100% going eastbound (from Elderslie), it was only very lightly loaded westbound (from Grangemouth). However, its ability to deliver containers the short distance and avoid the congested M8, M80, M876 and M9 motorways, meant that it afforded customers a better transit time. The wagons and locomotive were used on additional freight services in between its intermodal run.[20]

The movement of railfreight is measured in net tonne kilometres (NTK). The figures for intermodal railfreight between 1998 and 2018 are given below. Between 1975 and 1995, the NTK for intermodal traffic steadily decreased from 3.1 billion to 2.3 billion. Post 1996 (privatisation of the railfreight companies), this has seen a steady rise.Шаблон:Sfn

Railfreight stats 1998–2018 in the United Kingdom
Railfreight stats 1998–2018 in the United Kingdom
Railfreight intermodal by billion net tonne kilometres (NTK)
Date Intermodal (billion tonne kilometres) All railfreight Refs Date Intermodal All railfreight Refs
1998–99 3.5 18.2 [21] 2008–09 5.2 19.1 [22]
1999–00 3.9 18.1 [21] 2009–10 5.5 19.2 [22]
2000–01 3.7 19.4 [21] 2010–11 5.7 21.1 [22]
2001–02 3.5 18.5 [21] 2011–12 6.3 21.5 [23]
2002–03 3.4 18.9 [23] 2012–13 6.3 22.7 [22]
2003–04 3.5 20.3 [21] 2013–14 6.2 22.2 [23]
2004–05 4 21.7 [21] 2014–15 6.5 17.8 [22][note 4]
2005–06 4.4 21.9 [21] 2015–16 6.4 17.2 [22]
2006–07 4.7 21.2 [22] 2016–17 6.8 17 [22]
2007–08 5.1 20.6 [22] 2017–18 6.7 17.4 [22]

Operational enhancements

Constraints on the movement of containers across the UK rail network have been the loading gauge of the railway lines themselves, with most lines being able to accommodate Шаблон:Convert containers.[25] Only a few lines can handle the larger Шаблон:Convert containers which has led to some lines being adapted to accept the larger gauge, while other routes have used 'pocket' wagons, where the container sits lower down in the wagon.Шаблон:Sfn Due to the steady year-on-year increase of intermodal traffic volumes, Network Rail, the owner and infrastructure manager of the UK rail network, has undertaken a series of schemes to allow easier pathing and the removal of gauge restrictions on core routes across the network.Шаблон:Sfn

Additionally, due to the increase in billion tonne kilometres travelled, and intermodal slowly gaining a larger market share of railfreight tonnage moved, there have been several key network enhancement operations to enable smoother running of intermodal trains. Outside of the development of STRI's and general improvements in terminals and ports, the key programmes are listed below.

Файл:66504 at Northallerton.jpg
66504 heading south at Northallerton with a Teesport to Felixstowe service. This service has had to go via Шаблон:Rws railway station and then head south, rather than take the direct route via Шаблон:Rws due to Northallerton-Eaglescliffe line not being engineered to W12 standards. The direct line through Yarm joins in the right foreground.
  • 2000 (onwards) - Felixstowe branch line - a programme of engineering works to improve pathing availability on what was largely a single-track branch line in the early days of privatisation. The 2019 engineering works saw a new passing loop installed to a length of Шаблон:Convert.[26] The electrification of the line between Felixstowe and Шаблон:Rws is designated as a "priority route(s) to support electrification of railfreight services."[27]
  • 2004 - Ipswich tunnel enhancement - work to lower the floor of the tunnel, thus allowing Шаблон:Convert containers to be carried through the tunnel.Шаблон:SfnШаблон:Sfn This was part of a wider £30 million Strategic Rail Authority programme to enhance the gauge between Felixstowe and Birmingham via London.Шаблон:Sfn
  • 2010–2011 - Gauge enhancement on the route between Southampton and the West Midlands.[28]
  • 2012 - Nuneaton North Chord - previous to the chord being built at Шаблон:Rws, freight trains had to cross the tracks on the flat at Nuneaton station. The new chord allows northbound trains to access the down line without conflicting movements of other trains on the busy West Coast Main Line.[29]
  • 2014 - Ipswich Chord - a Шаблон:Convert new chord going from east to north allowing trains to access the Peterborough line from the Port of Felixstowe (and vice versa) without having to reverse in Ipswich yard.[30][31]
  • 2021 Werrington Dive Under - works undertaken at Werrington Junction north of Шаблон:Rws to allow freight trains to access/egress the Lincoln line and the March line without conflicting with fast passenger trains on the East Coast Main Line.
  • 2030 (possible) - a gauge enhancement of the Northallerton–Eaglescliffe line to bring that line, the Stillington line and beyond to Шаблон:Rws to W12 gauge clearance.[32]

Network Rail have other schemes in the proposal category that can affect intermodal traffic. One of these is known as the Castlefield corridor, a section of track between Castlefield Junction in West Manchester, and Manchester Picadilly railway station. Both Trafford Park intermodal terminals have east facing connections that lead onto the Castlefield Corridor, and so must traverse the bottleneck through Шаблон:Rws and Шаблон:Rws. After the Ordsall Chord opened in West Manchester, more trains were diverted to go through this bottleneck causing delays and cancellations, with Network Rail going so far as to label the Шаблон:Convert stretch of line as "congested infrastructure".[33]

Some suggestions have been to have a west facing connection to the intermodal terminals so that they can access the West Coast Main Line via a new curve in the Warrington area. Another proposal, put forward by Railfuture, is to relocate the Manchester intermodal terminals on the old Carrington Branch, and therefore freeing up paths through Castlefield for passenger trains, or to add flex to the operational capacity of the corridor.[34]

Open terminals

Name Location Open Type Notes Refs
Barking/Ripple Lane East London 1972 Terminal Has had various container/intermodal uses, but is known for being the terminal for intermodal trains from China. Trains are cheaper than air and faster than sea transport. [35]Шаблон:Sfn
Basford Hall Crewe 1992 Node Basford Hall yard is used to swap portions of intermodal trains before onward delivery. The yard started providing a 'hub-and-spoke' service to the myriad of Freightliner trains passing through from 1992 onwards Шаблон:Sfn
Birch Coppice Polesworth (2002) 2006[note 5] Terminal The terminal is located on the former Birch Coppice Colliery branch, and as it is not operated by a railfreight company, it has seen traffic hauled by DB Cargo, Freightliner and GBRf. [36]
DIRFT (I/II/III) Daventry 1997/2005/2021 Terminal/Node Daventry International Rail Freight Terminal. Has been expanded into DIRFT II, with DIRFT III projected for 2021.[37] [38][39]
Ditton Widnes November 1998 Terminal Opened on the site of a former British Oxygen Company terminal Шаблон:Sfn
East Midlands Gateway Castle Donington 2020[note 6] Terminal [41]
Elderslie Renfrewshire 2001 Terminal Used as a general railfreight terminal, but most recently sees a three-way intermodal service between Doncaster iPort, Teesport and itself. Шаблон:Sfn[42][43]
Felixstowe Suffolk 1972/1983/2013 Port (three sites) Felixstowe intermodal railfreight handled over 900,000 TEUs in 2014 [44]Шаблон:Sfn
Garston Liverpool 1965 Terminal [45]
Grangemouth Grangemouth September 2000 Port/Terminal Шаблон:Sfn
Hams Hall Lea Marston July 1997 Terminal Шаблон:Sfn
iPort Doncaster 2018 Terminal [46]
Inverness Inverness 1997 Terminal In 1997, the supermarket Safeway, launched a direct container/swapbody service between Mossend and Inverness. Whilst this service ceased in 2004, when Safeway were taken over by Morrisons, the terminal at Inverness still retained a container transfer service between the Highlands and the Central Belt of Scotland. [47]
Lawley Street Birmingham 1969 Terminal Traffic from Dudley was transferred here in 1986 Шаблон:Sfn
London Gateway Thurrock 2013 Port/Terminal Шаблон:Sfn
Maritime Southampton 1972 Terminal/Port [48]
Millbrook Southampton January 1968 Terminal [49]
Port of Southampton Southampton 2017 Port [50]
Port of Tilbury Tilbury 1970 Port Шаблон:Sfn
Purfleet East London May 1997 Шаблон:Sfn
Rotherham South Yorkshire 2015 Terminal Opened in 2015 as an alternative site to that at Selby. GBRf containers were all diverted to here instead of Selby. Шаблон:Sfn
Rugby Warwickshire Terminal
Seaforth Liverpool 1979 Port/terminal Services had ceased by 2008, but the terminal remained open for other port traffic. Intermodal trains were started again in 2018, mostly destined for Mossend. Шаблон:SfnШаблон:Sfn
Stourton Leeds, West Yorkshire 1967 Terminal
Teesport Teesport 2011[note 7] Port Freightliner moved to this site in 2014, closing their previous site at Wilton at the same time. Other operators use Teesport, such as GBRf services to Doncaster iPort. [51]
Teesside Rail Intermodal Park (TRIP) Middlesbrough 2013 Terminal [52]
Tilbury2 Port East London May 2020 Port Newer port terminal which replaced TIRFT in 2020 [53]
Telford International Rail Freight Park (TIRFP) Telford 2009- Terminal Intended as an intermodal terminal, but the traffic failed to materialise. Some containers are delivered via the Ministry of Defence trains that use the site, but the bulk of this traffic is non-intermodal. Шаблон:Sfn
Trafford Park Greater Manchester 1969 Terminal Opened as a second terminal to Longsight, it became the main Freightliner depot in Manchester when operations at Longsight ceased in 1987. Шаблон:Sfn
Trafford Park Euroterminal Greater Manchester 1993 Terminal Шаблон:Sfn
Wakefield Europort West Yorkshire 1996 Terminal Originally operated by EWS. has the capacity to handle 175,000 TEUs annually. Шаблон:Sfn
Wembley (EFOC) North London 1993 Node Wembley European Freight Operating Centre; it was built on the former London North Western Railway Sudbury yard. Whilst it was designed with a capacity of 70 trains per day, not all of this traffic would be intermodal in nature. Trains would arrive from other parts of the UK and be remarshalled into specific destinations on the continent. Шаблон:SfnШаблон:SfnШаблон:Sfn
Wentloog Cardiff February 2001 Terminal Opened to replace the previous site at Pengam; site occupies over Шаблон:Convert, twice the size of Pengam Шаблон:Sfn

Mothballed/unused terminals

The following are either not in use as intermodal terminals at present, but remain connected to the national network. Most will still be in use for rail business, but not handling containers.

Name Location Dates of operation Notes Refs
ARIFT Isle of Anglesey 2018 Has been used to accept new passenger trains onto the network [54][55]
Bristol West Bristol 2010–2019 Opened to transport wine in containers. The cessation of tolls for vehicles on the Severn Bridge(s), meant that the traffic was diverted to Wentloog at Cardiff and sent to Bristol via lorry. [56]
Burton-on-Trent Burton-on-Trent –2009 [57]
Griffin Wharf Ipswich 1970–2013 Container terminal used sporadically by EWS/DB Cargo, until economic pressures forced a relocation to loading at Felixstowe. Terminal is available for other traffics, such as sand and sea-dredged aggregates. [58]
Harwich Essex Much of the intermodal traffic at Harwich as hauled by Freightliner was lost when the Channel Tunnel opened. It has been used sporadically since then. Шаблон:Sfn
Ripple Lane East London Шаблон:Circa–2007/2008 Used up to 2007 for various Freightliner flows, but was notable for being used in the Sugarliner service, conveying sugar to Daventry. [59]
Selby North Yorkshire 2002–2018 The terminal at Selby was run by the Potter group, but traffic to Selby was later diverted to South Yorkshire; first to Rotherham, and occasionally to Sheffield Tinsley. Шаблон:Sfn
Thamesport Isle of Grain 1991–2016 Closed in 2016 due to downturn in container handling. Other terminals, specifically the Port of Southampton, and London Gateway, took most of Thamesport's business. [58][60]Шаблон:Sfn

Closed terminals

This section relates to former terminals which had dedicated services, and infrastructure such as gantry cranes, which have now closed. It does not include such terminals such as those at ports which operated a service previously. For example, in the early part of the 2000s, containers of car parts were transferred from Avonmouth to Tyne Dock for Nissan.Шаблон:Sfn Both these freight terminals still operate, but not necessarily in an intermodal capacity.

Name Location Dates Notes Refs
Aberdeen 1966–1987 Шаблон:SfnШаблон:Sfn
Aintree Liverpool 1969–1986 The site was dedicated from the outset to international traffic delivered to and from Aintree via Southampton. Шаблон:SfnШаблон:Sfn
Barton Dock Manchester 1969–2013 The site was dedicated from the outset to international traffic delivered to and from Barton Dock via Southampton. Шаблон:SfnШаблон:Sfn
Beeston Nottingham 1969–1986 [61]Шаблон:Sfn
Caernarfon North Wales 1970–1972 Used as an alternative port after the Menai Bridge burnt down in 1970. The track was reinstated between Bangor and Caernarvon for the traffic to access the branch.[note 8] Шаблон:Sfn
Dudley West Midlands 1967–1986 Closed completely; traffic transferred to Lawley Street in Birmingham [61]Шаблон:Sfn
Dundee 1972–1987 Шаблон:Sfn[62]
Follingsby Newcastle 1967–1987 Шаблон:Sfn
Greenock –1986 Шаблон:Sfn
Gushetfaulds Glasgow 1965–1993 Шаблон:Sfn
Heysham 1967– Шаблон:Sfn
Holyhead Anglesey –1991 Spent two years idle (1970 – 1972), when containers were sent to Caernarfon after the Menai Bridge Fire of 1970. [63]
Immingham 1999 Used sporadically for feeder services during British Rail days. EWS ran a service between Immingham and Ditton in 1999. [64]
Hull 1967–1987 (1997) Closed in 1987. Freightliner ran some containers trains to Hull from Trafford Park in 1997, but the service was deemed uneconomic.[65] The port of hull has intermodal transfer facilities, but this only exists between sea and road transport.Шаблон:Sfn Шаблон:Sfn
King's Cross
(York Way) 		London 1968–1986 Also known as Maiden Lane Шаблон:Sfn[5]
Longsight Manchester 1966–1987 Шаблон:SfnШаблон:Sfn
Шаблон:Rws Cornwall 1968–1970 Service from Park Royal (London), only lasted two years. Шаблон:SfnШаблон:Sfn
Pengam Cardiff 1967 – 2001 Closed in February 2001, replaced by Wentloog terminal further east [61]
Plymouth 1968–1970 Service from Park Royal (London), only lasted two years. Шаблон:SfnШаблон:Sfn
Portobello Edinburgh 1965–1987 Шаблон:Sfn
Sheffield 1967– Шаблон:Sfn
Stockton 1967–1989 Closed in 1989; replaced by Wilton on South Teesside Шаблон:Sfn
Stratford London 1968–1994 Шаблон:SfnШаблон:Sfn
Danygraig Swansea 1969–1987 Шаблон:SfnШаблон:Sfn
TIRFT Tilbury 1997–2020 Tilbury International Railfreight Terminal, built on the former Tilbury Riverside station, was replaced by a new site, Tilbury2 Port, built on the old Tilbury Power Station site Шаблон:Sfn[53]
Wilton Teesside 1989–2014 Closed in 2014; replaced by a new site within Teesport [66]

Future and proposed sites

Name Location Date Notes Ref
Avonmouth Container Terminal Avonmouth Docks Unknown[note 9] A new deep sea terminal to cater for an increase in container traffic. The share of containers travelling by rail is estimated to be 40%. [67][68]
East Midlands Intermodal Park Toyota Manufacturing UK plant, Burnaston A NSIP (nationally significant infrastructure project) first proposed in 2014, in 2021 it was announced that the site would be included in proposals to create an East Midlands Freeport. [69][70]
Four Ashes Four Ashes, Staffordshire Site will be adjacent to the West Coast Main Line and Junction 12 of the M6 Motorway. Site was approved by the Secretary of State for transport in May 2020. The proposed capability is for ten trains per day. [71][72][73]
Mossend International Railfreight Park (MIRP) Mossend 2021 Site is under construction with an expected opening date of 2021. It will be operated by P D Stirling [74]
Northampton Gateway Roade (near Northampton) 2023 Site under construction since January 2021. The site is on land between the Northampton Loop Line and the M1 Motorway, and is only Шаблон:Convert from Daventry SRFI. [75][76]
Radlett Airfield Radlett 2013 Approval granted in 2013, but St Albans Council zoned the area as housing, which has slowed the process. The campaigns for and against the SRFI have been protracted. [73]
Rail Central Blisworth Proposed site between the West Coast Main Line and the Northampton Loop line [77]

There are proposals to also open SRFIs (Strategic Rail Freight Interchanges) at Skypark in Devon, Parkside in Lancashire, Etwall in Derbyshire, Burbage, Peterborough and SIFE (Slough International Freight Exchange) with a connection on the Colnbrook branch.[75][78]

Operators

Файл:Class 90 no 90024 & 90036.jpg
Class 90s, no 90024 and 90036 pass Atherstone railway station with an intermodal train from Mossend to Daventry

Intermodal trains were operated by British Rail from its inception until Privatisation in 1996.Шаблон:Sfn Immediately after Privatisation, the main company providing intermodal services was Freightliner, though EWS carried containers on their Enterprise wagonload service,Шаблон:Sfn and had started an initial service between Harwich and Doncaster to rival services run by Freightliner from Felixstowe.Шаблон:Sfn Later, other operators took on their own services, oftentimes running to their own unique locations, though with the gradual increase in Strategic Railfreight Interchanges (SFRI), many operators would rail containers to the same destinations from the same point of origin.Шаблон:SfnШаблон:Sfn

DIRFT, which opened in 1997, had ten departures daily operated by Freightliner, DB Cargo (previously EWS), and Direct Rail Services. Five of those trains went to Scotland going to their own loading points for each company; typically Coatbridge for Freightliner, Mossend for DB Cargo and either Mossend, Elderslie or Grangemouth for DRS.[79]

See also

Notes

Шаблон:Reflist

References

Шаблон:Reflist

Sources

External links

Шаблон:Intermodal railfreight in Great Britain Шаблон:British freight operators

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