The Euro 2024 tournament is moving to the knock-out stage. At the same time a freight and football knockout contest is kicking off in North West England. Jim Radcliffe, the new owner of Manchester United football club, wants to build a new stadium on the same site as the existing Old Trafford. The stadium would be even bigger than the existing arena, and may have up to 90000 seats. That’s an increase of more than 15000. Apparently, some Manchester United fans actually do attend games.
However, that vast new stadium plan presents public transport issues. The current network is already strained on match days and could not cope with that additional traffic. So, the football club has put forward a proposal that would involve building a new railway station just for their fans, with a huge security area able to cope with all those Red Devils.
As bitter a contest as any derby match
However, Sir Jim’s proposals would certainly not fix it for rail freight. The plan has an uncompromising impact on operations in the Trafford area – where rail freight plays a significant role for the entire British network. Building the proposed new station and security compound would involve annexing at least one of two terminals already active on the site. Radcliffe’s company, INEOS, is already embrolied in another controversy, over proposals to scale back the Grangemouth oil refinery in Scotland, which could be a huge economic blow for the region.
The massive redevelopment of the famous Old Trafford football ground could be problematic. It could kick off a confrontation as bitterly contested as any United-City derby match. Rail freight operators are already calling foul play from the Premiership club. The plans could include taking over an active rail freight terminal, to accommodate the brand new passenger terminal and security area. That is not welcome by the rail freight lobby, and this match might well be abandoned without a ball being kicked.
Train and tram already maxed out
Anyone approaching from the city of Manchester, along the infamously congested Castlefield Corridor, will be familiar with the massive South Stand of Old Trafford, looming high about the tracks, just before the entrance to Manchester’s intermodal terminals. Drivers will notice the overgrown platform of a moribund station, almost attached to the stadium wall. This was the dedicated station called “Manchester United Halt”.
However, at the football club’s request, the station has not been used for a decade. It is just too small and constrained to deal with the large numbers of supporters attending matches. Nor can it provide room for any modern high-security operations. Furthermore, there is no room to further improve tram provision on the Manchester Metrolink system. So, to get over these issues, Manchester United has a plan to annex the nearby intermodal rail freight terminal, and build a massive new passenger station and security area on the site.
The rail freight terminal dilemma
Manchester United’s ambitious plan to build a new, state-of-the-art stadium to replace the ageing Old Trafford faces significant transportation challenges. The project, championed by new part-owner Sir Jim Ratcliffe and his INEOS company, aims to construct a “Wembley of the North” capable of hosting around 90,000 fans. However, the existing transport infrastructure around Old Trafford is inadequate to support such a large influx of supporters, particularly on match days.
One proposed solution involves repurposing a nearby rail freight terminal, operated by Maritime and DB Cargo, into a new passenger station to enhance access to the stadium. However, this terminal, located just to the west of Old Trafford, plays a vital role in the region’s logistics network, handling a significant volume of freight traffic.
Importance of Rail Freight to Trafford
The Maritime and DB Cargo terminal, along with Freightliner’s nearby Manchester Terminal, is integral to the UK’s freight infrastructure. Freightliner’s Manchester Terminal alone handles around 20 daily services to and from major deep-sea ports, supporting the regional and national economy by facilitating efficient cargo movement.
The conversion of a portion of this terminal into a passenger station could relieve road congestion and improve transport links to the stadium. However, such a move is likely to be met with resistance from the terminal operators and the freight industry, which relies on this facility for its operations.
Repurposing the rail freight terminal poses challenges
Diverting all or part of the terminal’s space for passenger use could disrupt existing freight operations, potentially leading to delays and increased costs for logistics companies. The freight terminal’s role in the supply chain is crucial. Any reduction in its capacity could impact businesses reliant on timely deliveries. The rail network around Manchester is already constrained. Adding passenger services might strain the system further, affecting both freight and passenger train reliability.
The plan offers no solution to the notorious congestion at the Castlefield Corridor. Proponents argue that a new station would significantly improve match day transport, reducing road congestion and enhancing the fan experience. Opponents, who may or may not be wearing Manchester City scarves, warn of the negative impact on freight operations and the broader economic consequences.
The task force created by INEOS to explore stadium redevelopment options has a harder job than the VAR referee faced with a marginal offside decision in a cup final. Their findings, expected by the end of the year, will need to balance the ambitions of Manchester United with the operational needs of the rail freight industry and the community’s economic interests. As for what Manchester City may think of the plans, it’s doubtful they could give more than a row “z” seat for a reserve match on a winter’s afternoon in the rain.
