Railfreight Distribution

Sale

In 1994 the TrainLoad sectors were subject to further reorganisation. Three shadow franchises were established in this year - Transrail, Mainline and Loadhaul - with the TrainLoad sector functions and locomotive fleets being divided between them. The original concept was for the then newly-formed brands to compete against each other, the government not yet knowing who the buyers were to be. The 1991-formed Rail Express Systems, which had remained unchanged through this process, was the first to be acquired by ‘’North & South Railways’’ (English, Welsh & Scottish Railway), the deal being finalised on 9th December 1995 at a sale price of £24.2 million. Transrail, Mainline and Loadhaul followed on 24th February 1996, all being purchased by North & South Railways at a price of £225.15 million each, which included locomotives and rolling stock. Meanwhile, in 1995, Freightliner had become detached from RfD as a standalone operation. Sale of Freightliner occurred on 25th May 1996 by means of a management buyout, at a final price of £5.39 million, the brand name being retained by the private company thereafter. RfD was to remain the property of the British Rail Board for another year and a half, its later days being somewhat chequered. The sector’s main line of concentration for the latter part of its existence had been on Chunnel traffic and for this, the expensive Class 92s had been procured. Forty-six were built, at £3 million each, of which thirty were bound for RfD. Sadly, as already mentioned, Chunnel traffic was significantly lower than forecast, but the impact of this on RfD was compounded by restrictions imposed on the sector’s Class 92 fleet. Having taken over the infrastructure by Summer 1996, Railtrack began implementing draconian new regulations relating to signalling interference caused by locomotives. As explained in the Class 92 section, this locomotive fleet was barred from a number of its intended routes and became severely limited in mobility. With the sale of RfD on the verge of becoming a reality, potential buyer EWS seriously considered acquiring the sector and its rolling stock, but without the Class 92s. Another corporation was also involved in the bidding process, that of ‘’Management Consortium Bid Limited’’, but EWS prevailed.

The sale of RfD to EWS finally materialised on 22nd November 1997, which saw the company acquire a further 1,182 staff and the troubled Class 92s. This was despite an eleventh hour bid for the sector from Freightliner. EWS was also put at a distinct advantage over other potential competitors wishing to use the Channel Tunnel for freight loads. As part of the sale, it was agreed that the government would adhere to its original contractual obligations with Eurotunnel and until 2005, would pay EWS’ Chunnel access charges. Over those eight years, access charges totalled £168 million, and additional expenses which had been agreed to be paid to EWS over the period increased this figure to £242 million. Under EWS auspices, the former British Rail sector was marketed as ‘’EWS International’’, and workings which have a vague similarity to the old Speedlink operation became ‘’EWS Enterprise’’.

An advanced, but troubled class. Thirty Class 92 locomotives were procured for RfD in preparation

for freight working through the Channel Tunnel. With Railtrack's sudden imposition of signalling

interference regulations, the type became severely limited in mobility. In the above picture, No. 92036

''Bertolt Brecht'' is depicted at Crewe Basford Hall on 27th August 1995, when brand new. No. 92017

''Shakespeare'' is trailing behind. Both of these locomotives were Railfreight Distribution-owned,

identified by the BR ''Arrows of Indecision'' logo on their cab sides. Those French-owned examples

had ''SNCF'' in blue letters on their cab side, whilst those EPS examples had nothing. The three

Channel Tunnel ''rings'' are common features of all locomotives, as is the two-tone grey livery (a

TrainLoad / Railfreight innovation). David Glasspool Collection

The Class 37s were second to the Class 47s in terms of numbers and looked equally good in the

RfD scheme. Here, a pair of the type are seen trundling along the sea wall at Teignmouth, in August

1990, fronting a train of V-shaped ECC Tankers. These were used to transport china clay in its

liquid form. The original Speedlink service included the conveyance of china clay from the quarries

of Cornwall to all regions of Britain, but continental traffic did exist for the operation in quite a large

form. The commodity was shipped to mainland Europe via the Dover to Dunkerque ferry, packed in

1982 predominantly French-built covered hopper wagons (designated '’Tiger 55’'). Mike Glasspool

In the lead up to the planned May 1994 opening of the Channel Tunnel, it was decided to re-launch

the RfD livery, albeit with modifications, to reflect the sector's newly acquired international status.

Classes 47, 90 and 92 received the revised scheme, as seen above on No. 47200 ''Herbert Austin''

on 21st October 1995. The locomotive was stabled at Stratford. David Glasspool Collection

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