Transporte de mercancías por ferrocarril en Gran

Bretaña

La red ferroviaria de Gran Bretaña se ha utilizado para transportar mercancías de diversos tipos y
volúmenes desde principios del siglo XIX. Network Rail , propietaria y administradora de la red,
busca aumentar el transporte de mercancías por ferrocarril. [ 3 ] En 2015-16, los ferrocarriles
británicos transportaron 17 800 millones de toneladas-kilómetro netas, un 20 % menos que en
2014-15. [ 4 ] El carbón representó el 13,1 % del transporte de mercancías en Gran Bretaña, una cifra
considerablemente inferior a la de años anteriores. [ 4 ] En Irlanda del Norte no se transportan
mercancías por ferrocarril. [ 5 ]

Tres locomotoras Clase 37 transportando un tren

de carbón en la línea Rhymney en 1997

Masa de carga transportada por ferrocarril en el

Reino Unido de 1983 a 2021 (promedio móvil
anual). Hubo una gran disminución del transporte
de carbón entre 1984 y 1985 debido a la huelga
minera . [ 1 ]
 El transporte de mercancías por ferrocarril se
realizó en el Reino Unido entre 1983 y 2019, en
términos de distancia masiva por año [ 2 ]

Historia

Antes del siglo XIX

Incluso en el siglo XVI, los ingenieros de minas utilizaban rieles de madera rudimentarios para
facilitar el movimiento de los carros mineros, accionados manualmente. En Nottingham, en 1603,
se construyó un tranvía para transportar carbón desde las minas cercanas a Strelley hasta
Wollaton. Las líneas tiradas por caballos eran cada vez más comunes en los siglos XVIII y principios
del XIX, principalmente para transportar materiales a granel desde las minas hasta los muelles de
los canales o las zonas de consumo. [ 6 ]

A goods train hauled by an LNWR Class C

locomotive, passing through Crewe in 1907

19th century

The world's first steam locomotive engine was demonstrated by Richard Trevithick in 1804. Steam
powered rail freight operated regularly on the Middleton Railway, near Leeds, long before any
passenger services.[6] Many of the early railways of Britain carried goods, including the Stockton
and Darlington Railway and the Liverpool and Manchester Railway. The LMR was originally intended
to carry goods[7] between the Port of Liverpool and east Lancashire, although it subsequently
developed as mixed passenger-goods railway.

The network expanded rapidly as small private firms rushed to build new lines. Over the course of
the 19th and early 20th centuries, these amalgamated or were bought by competitors until only a
handful of larger companies remained (see Railway mania).

The Post Office began using letter-sorting carriages in 1838, and the railway quickly proved to be a
much quicker and more efficient means of transport than the old mail coaches. It was estimated in
1832 that using the LMR to transport mail between the two cities reduced the expense to the
government by two-thirds. It was also much faster to send newspapers across Great Britain.[8]

Early 20th century

The First World War was dubbed the "Railway War" at the time.[9] Indeed, thousands of tonnes of
munitions and supplies were distributed from all over Great Britain to ports in the South East of
England for shipping to France and the Front Line. Due to pre-war inefficiencies in the rail goods
transport, a number of economisation programmes were needed to allow the railways to meet with
the huge demand that was being put on their services. The Common User Agreement for wagon
usage and regulation of coal services through the Coal Transport Act of 1917 are examples of such
programmes, which enabled better utilisation of railway assets across the industry. The success of
such schemes was entirely down to the collaboration of more than 100 railway companies, who
abandoned the fierce competition of the pre-war years to work together in the national interest. In
no sector was this more obvious than in rail goods transport.

During the Second World War, vast quantities of materials were moved around Britain by rail. During
the early stages of the war, goods trains ran to rural stations in Norfolk to enable airfields to be
constructed.[7] In 1944, 500 special trains ran every day on the network and over a million wagons
were controlled by the government's Inter-Company Freight Rolling Stock Control organisation.

A pre-World War II LMS Fowler Class 4F steam

locomotive hauling a mixed freight train at
Carnforth in 1964

Beer was a major rail-hauled commodity, but gradually switched to the improving road network. The
complex network of brewery railways in Burton upon Trent became disused by 1970. Likewise, milk
was widely transported by rail until the late 1960s. The last milk tank wagons ran in 1981.
Nationalisation era

Britain's railways were nationalised in 1947 including goods operations. Under the 1955 British Rail
Modernisation Plan, massive investment was made in marshalling yards at a time when the use of
small wagon load traffic with which they dealt was in steep decline. Railway freight services had
been in steady decline since the 1930s, initially because of the loss of the manufacturing industry
and then road haulage's cost advantage in combination with higher wages.[10][11]

By 1959 it was realised that the Modernisation Plans were not working. The wagon load traffic lost
£57 million on receipts of £105 million in 1961. Signal boxes would have to be staffed 24 hours a
day in order to accept a limited amount of traffic.[12] Even the most rural stations transported goods
in the form of postal services; 3,368 stations generated only 4% of Royal Mail's receipts.[13]

The Beeching cuts included a reduction in freight services, especially the marshalling yards, to
concentrate on long distance bulk transport.[7] In contrast to passenger services, they greatly
modernised the goods sector, replacing inefficient wagons with containerised regional hubs.[14] The
industry today is very similar to Dr Beeching's vision half a century ago.

Tinsley Marshalling Yard (pictured here in 1982)

was one of several large yards which never handled
the large volumes of freight required to make them
economical. The yard is now closed but a new
cargo terminal opened nearby in 2011.

In the 1980s, British Rail was reorganised into "sectors" including four goods sectors:

Trainload Freight took trainload goods

Railfreight Distribution took non-trainload goods

Freightliner took intermodal traffic

Rail Express Systems took parcel traffic

The 1980s, however, also brought a huge down-turn in freight traffic, with the sector increasingly
seen as irrelevant and without a future.[6]

In 1986, quarrying company Foster Yeoman prompted a turnaround in the reliability of rail freight by
obtaining permission to run its own locomotives, and importing the first four EMD class 59s. This
design was developed into the class 66 which became widely used by EWS and other operators over
a decade later.

Privatisation era

When British Rail was privatised in the 1990s, six freight operating companies (FOCs) were set up:

Trainload goods was split into three geographical units (all were purchased by Wisconsin Central
and merged to form English, Welsh & Scottish (EWS) in 1996[7]):
Mainline Freight in the south-east

Loadhaul in the north-east

Transrail in the west

Railfreight Distribution was also sold to EWS in 1997

Rail Express Systems was also sold to EWS in 1996

Freightliner was privatised with the brand name retained

The opening of the Channel Tunnel in 1994 allowed direct goods trains to run between the UK and
the continent for the first time. Freight services are also offered by the Getlink truck shuttles.

Subsequently, EWS's nuclear flask train operations were sold to the new company Direct Rail
Services set up by British Nuclear Fuels.

GB Railfreight was a new freight company established in 1998 by GB Railways. It was later owned
by FirstGroup, Europorte and EQT AB.

Deutsche Bahn purchased EWS for £309 million[15] on 13 November 2007.[16] On 1 January 2009,
EWS was rebranded as DB Schenker along with Deutsche Bahn's Railion and DB Schenker divisions.
In March 2016, DB Schenker was rebranded as DB Cargo[17] throughout Europe.[18][19]

Since 1995, the amount of freight carried on the railways has increased sharply due to increased
reliability and competition, as well as new international services.[10][20] Major road haulage
operations such as the Stobart Group and WH Malcolm move goods by rail, hauling supplies for
Asda and Tesco. Morrisons also uses rail freight, as do Marks & Spencer and many more retailers.

A symbolic loss to the rail freight industry in Great Britain was the custom of the Royal Mail, which
from 2004 discontinued use of its 49-train fleet, switching to road haulage after a near 170-year
preference for trains. Mail trains had long been part of the tradition of the railways in Great Britain,
famously celebrated in the film Night Mail, for which W. H. Auden wrote the poem of the same name.
Although Royal Mail suspended the mail train in January 2004, this decision was reversed in
December of the same year, and Class 325s are now used on some routes including between
London, Warrington and Scotland.

The Department for Transport's Transport Ten Year Plan called for an 80% increase in rail freight
measured from a 2000–1 base.[21] By the year 2015 rail-borne intermodal traffic is scheduled to
double, and by 2030 the whole of rail freight is expected to double at 50.4 billion tonne km.[22][23]

Operaciones actuales

Goods carried by rail are either intermodal (container) freight or trainload freight which includes
coal, metals, oil, and construction materials.

There are four main freight rail operating companies in the UK: Direct Rail Services, Freightliner, DB
Cargo UK (formerly EWS), and GB Railfreight. There are also three smaller independent operators,
which are Colas Rail, DCRail and Mendip Rail. The Rail Delivery Group set up by the DfT includes
representatives of rail freight companies.[24]

Statistics on freight are specified in terms of the weight of freight lifted, and the net tonne kilometre,
being freight weight multiplied by distance carried. 116.6 million tonnes of freight was lifted in the
2013–4 period, against 138 million tonnes in 1986–7, a decrease of 16%.[25] However, a record 22.7
billion net tonne kilometres (14 billion net ton miles) of freight movement were recorded in 2013–
14, against 16.6 billion (10.1 billion) in 1986–7, an increase of 38%.[25] Coal used to make up around
36% of the total net tonne kilometre, though its share is declining.[26] Rail freight has slightly
increased its market share since privatisation (by net tonne kilometres) from 7.0% in 1998 to 9.1% in
2011[27] and around 12% in 2016.[28] Recent growth is partly due to more international services
including the Channel Tunnel and Port of Felixstowe, which is containerised.[29] Nevertheless,
network bottlenecks and insufficient investment in catering for 9' 6" high shipping containers
currently restrict growth.[30]
Transporte intermodal de mercancías

An example of intermodal freight:

a Freightliner Class 90 at Stratford,
hauling an intermodal train from
Crewe to Felixstowe

Liner train and freightliner are UK terms for trains carrying intermodal containers.[31] The latter name
was coined by Richard Beeching in the 1960s, and later became the name of the Freightliner sector
of British Rail. This was sold off as a private enterprise, Freightliner, in 1995, as part of the
privatisation of BR. Freightliner or liner may mean either intermodal services run solely by
Freightliner or intermodal services in general. Additionally, bin liner, or binliner, is a slang term for a
liner train carrying containers of waste for disposal.[32]

Terminals

The rail access to the Daventry

International Rail Freight Terminal
(DIRFT), a major intermodal
terminal

Major intermodal freight terminals include:[33]

Sea ports
Port of Bristol

Felixstowe

Port of Grangemouth
 Port of Hull

Immingham

Seaforth Dock, Liverpool

Southampton

Thamesport

Tilbury

Teesport

Inland terminals

Birch Coppice near Tamworth, West Midlands

Barking Rail Freight Terminal [34]

Burton upon Trent Rail Freight Terminal

Birmingham (Lawley Street) Terminal

Coatbridge (Glasgow) Terminal

Daventry International Rail Freight Terminal, West Midlands

Doncaster Inland Port

Doncaster International Railport

Dollands Moor, Kent - for freight via the Channel Tunnel

East Midlands Gateway Rail Freight Terminal, Kegworth, Leicestershire. Near East Midlands
Airport.

Hams Hall Rail Freight Terminal

Stourton (Leeds) Terminal

Liverpool Freightliner Terminal, Garston, Liverpool

Manchester Trafford Park Terminal

Sheffield International Rail Freight Terminal

Telford International Railfreight Park

Trafford Park Euroterminal

Wakefield Europort
 Wembley European Freight Operations Centre

Wentloog (Cardiff) Terminal

Carga de tren

An example of trainload goods: a

Freightliner Class 66 hauling
empty cement tanks

Trainload freight movements include:

Oil and petroleum

GB Railfreight runs up to two 20 tank trains a week for Petrochem Carless Ltd, transporting gas
condensate from North Walsham to a refinery in Harwich.[35] The company also transports up to 3
trains per week of petroleum products from the North East to Inver Terminal at the Queen
Alexandra Dock in Cardiff[36]

Colas Rail Freight will provide haulage for bitumen from the Lindsey Oil Refinery to Total UK's
Preston production plant.[37]

DB Cargo UK moves petrochemicals from Grangemouth, Fawley, the Humber, Lindsey and Milford
Haven refineries.[38]

Construction materials
Lafarge uses rail freight in its various cement works.[39]

GB Railfreight hauls raw materials and finished goods including gypsum, aggregates, limestone,
iron ore, sleepers, ballast and rails. Its customers for this include Lafarge Tarmac, British Gypsum,
Yeoman, Aggregate Industries, Network Rail and TfL.[40]

Mendip Rail operates aggregates trains for its parent companies Aggregate Industries (due to
acquisition of Foster Yeoman) and Hanson (due to acquisition of ARC). It holds the record for the
longest and heaviest British train.
Food and drink

Tesco "Less CO2" intermodal

containers at Rugby Yard

Asda grocery goods have been moved between distribution centres in Daventry, Grangemouth
and Aberdeen using Malcolm Group and Direct Rail Services since 2001.[41]

Tesco products are moved by Stobart Rail (Direct Rail Services) from Daventry to Mossend and
Inverness. The company was responsible for the longest train journey in Europe by a single
operator when fresh Spanish produce was transported in a refrigerated train from Valencia to
Dagenham—a 1,100 mile journey.

Colas Rail imports melons as part of the regular Norfolk Lines train from Italy to the Midlands.

Soft drinks manufacturer Britvic uses Malcolm Logistics for its rail freight from Daventry to
Grangemouth and Mossend.[42]

Nuclear flask trains

Direct rail Services operates all nuclear flask trains in Britain which, until the late 1990s, were
previously operated by EWS (and British Rail before it). Destinations served include the UK nuclear
power stations at Heysham, Valley (for Wylfa), Bridgwater (for Hinkley Point), Berkeley (for
Oldbury), Hunterston, Torness, Seaton Carew, Dungeness and Sizewell.

The company formerly operated trains to the railhead at Southminster for fuel from Bradwell
nuclear power station, however this installation is now in the process of being decommissioned.

There are also occasional trains from Ramsden Dock at Barrow-in-Furness to the processing plant
at Sellafield, carrying nuclear waste from nuclear power stations in Japan and the Netherlands for
treatment. DRS also have a contract to supply the Royal Navy's Devonport Dockyard with fuel for
Britain's nuclear submarine fleet. These trains only run as required. There is also a train from Hull
to Sellafield which reprocesses Russian spent fuel.

Low-level nuclear waste is carried by rail in containers from Sellafield to the Low Level Waste
Repository at Drigg, several miles down the Cumbrian Coast.
 There are plans to start running trains between Sellafield and Georgemas Junction in 2012,
returning spent fuel from Dounreay to Sellafield.

Steel
Tata move steel products from Margam to Llanwern by rail,[43] and from Scunthorpe to Ebange
(France) via the Channel Tunnel. 10 trains run to/from the major Tata plant at Scunthorpe.[44]

Timber
Colas Rail operates timber trains to Chirk from Carlisle, Ribblehead in the Pennines, Baglan Bay in
South Wales and Teigngrace in Devon.[45][46]

Vehicles

Road vehicles, particularly passenger cars, can be moved by rail using autoracks. Ford and Honda
are two companies who use rail to transport road vehicles. Ford launched its Dagenham Dock to
Halewood train using Cartic 4 wagons (up to 34 cars on each double deck wagon) on 13 July 1966.
It was expected 200,000 Ford vehicles would be carried each year at a rate of 50 to 60 trains a week,
plus 10 a week to the docks.[47] 538 sets of Cartic 4 wagons were built between 1966 and 1972 and
not finally scrapped until 2013.[48] Jaguar Land Rover and BMW also use rail to transport vehicles.
90% of all finished vehicle rail movements within the UK are run by DB Cargo UK.[49]

Wagons transporting Honda cars

at Bristol Temple Meads, 2006

Waste

"Binliner" routes include:

Northolt and Cricklewood to Calvert landfill site

Routes from Greater Manchester to Roxby Gullet landfill site (Freightliner)[50]

Brentford to Appleford in Oxfordshire by DB Cargo UK

Dagenham and Hillingdon to Calvert landfill for West Waste, also a DB Cargo UK service
 North London Waste Authority uses Freightliner Heavy Haul to operate a daily service from the
transfer station at Hendon to Stewartby

Bristol and Bath Councils have used rail since the 1980s and Freightliner now operate the service
completing a daily circuit between the two transfer stations in Bristol and Bath to the landfill site
at Calvert in Buckinghamshire

Freightliner Heavy Haul carries Manchester's household waste on daily services from four
transfer stations at Northenden, Bredbury, Pendleton and Dean Lane to Runcorn EfW Facility

Edinburgh has used rail since 1989, and the DB Cargo UK service is booked to run Mondays to
Saturday from Powderhall waste transfer station to a landfill site at Dunbar, a distance of 27
miles[51]

Coal

Coal transport declined rapidly in the 2020s as Great Britain phased out coal use in power
generation. The last coal supply train ran into the last coal power station in Britain, Ratcliffe-on-Soar,
on 29 September 2024, shortly before the power station closed.[52][53] Trains circa 2013 included:

DB Cargo UK ran coal trains between mining sites in South Wales, Nottinghamshire, South
Yorkshire and Scotland and coal-fired power stations around Britain.[54] These were merry-go-
round trains.

40 coal trains per day ran from Immingham to coal-fired power stations in the Aire Valley (Drax,
Eggborough) and the Trent Valley (Cottam, Ratcliffe-on-Soar, West Burton).[44] Around 2011, the
Humber ports generated 18% of total UK freight by tonnage via the South Humberside Main
Line.[55]

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Lectura adicional

Shannon, Paul (28 November – 11 December 2012). "Will freight go 'live'?". Rail. No. 710.
Peterborough: Bauer. pp. 60–65. ISSN 0953-4563 (https://search.worldcat.org/issn/0953-456
3) . OCLC 49953699 (https://search.worldcat.org/oclc/49953699) .

Enlaces externos

Network Rail - Freight (http://www.networkrail.co.uk/freight/freight-index.aspx)

Mode Shift Centre - How the Rail Freight Industry works (http://www.modeshiftcentre.org.uk/railfr
eight/how_the_rail_freight_industry_works/) Archived (https://web.archive.org/web/201303041
10838/http://www.modeshiftcentre.org.uk/railfreight/how_the_rail_freight_industry_works) 4
March 2013 at the Wayback Machine

Rail Freight Group (http://www.rfg.org.uk/rail-freight)