{"id":385467,"date":"2026-03-12T17:13:18","date_gmt":"2026-03-12T07:13:18","guid":{"rendered":"https:\/\/www.worldcargonews.com\/?p=98205"},"modified":"2026-03-12T17:13:18","modified_gmt":"2026-03-12T07:13:18","slug":"liverpool-focuses-on-connectivity-capability-and-inland-reach","status":"publish","type":"post","link":"https:\/\/www.vibewire.com.au\/?p=385467","title":{"rendered":"Liverpool focuses on connectivity, capability and inland reach"},"content":{"rendered":"

The Port of Liverpool has left behind its history of labour militancy in the face of containerisation and market reforms. Today, the port is focused on leveraging its location, connectivity, capability and inland reach to capture a greater share of the UK freight market.<\/strong>
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In an interview with WorldCargo News<\/em>, Emma Snell, who is Peel Ports\u2019 Head of Business Development at the Port of Liverpool \u2013 Containers Division, outlined how the famous Mersey waterfront is changing to adapt to the demands of the twenty-first century.<\/p>\n

Perhaps more than any other UK port, the conversion to containerised traffic has radically transformed the docks in Liverpool. The city centre nature of the waterfront puts it all on display. From her vantage point, Emma Snell sees that transformation continue to evolve.<\/p>\n

\u201cThe containers market has been widely characterised as fragile or struggling for several years,\u201d she told WorldCargo News<\/em>. \u201cThe extreme peaks and troughs in both freight rates and volumes that followed the pandemic, and the Red Sea crisis, have given way to an unpredictable and volatile environment. Fortunately, the broader picture is much more nuanced.\u201d<\/p>\n

Liverpool has embraced the uncertainty that remains a feature of global trade and, overall, volumes continue to grow. Emma Snell observes that global container throughput increased by around 4% last year, while the UK market grew by approximately 2.5-3%. She says that does not represent a market in decline. It is one adjusting to new trade patterns. \u201cGrowth has not disappeared but shifted. Where Asia once dominated volumes, we are now seeing momentum building across Latin America, the Indian Subcontinent, the Middle East, and the recovery of the European and Asia westbound services. The opportunity is significant for ports that can adapt to these changes, and Liverpool is well placed to do exactly that.\u201d<\/p>\n

Trade patterns<\/h2>\n

Liverpool is pivoting in several directions at once, with developments in the container, Ro-Ro, bulk and breakbulk trades. In the Ro-Ro sector, Luxembourg-headquartered CLdN has expanded its Ro-Ro service to Dublin with a multimillion-pound investment in Liverpool\u2019s Brocklebank terminal<\/a> – a project that is now in its second year.<\/p>\n

The opening of a new deep-water bulk berth at the Alexandra Complex<\/a>, the first such development in 40 years, has expanded the port\u2019s ability to handle larger vessels and higher volumes across bulk cargo. At the same time, the owners, Peel Ports Group, have announced a GB\u00a3100 million investment into expanding the steel and metals multimodal hub at Liverpool<\/a>, following record volumes in that sector. \u201cThese investments matter because they strengthen the overall ecosystem around the port and support the wider supply chains that cargo owners rely upon,\u201d Snell noted.<\/p>\n

Planning for growth<\/h2>\n

The port is highly optimistic about future growth. \u201cWe are seeing increased interest from carriers in both short-sea and deep-sea services, where Liverpool\u2019s location, connectivity, capability and inland reach offer clear advantages,\u201d says Emma Snell. \u201cA steady improvement is expected through the first half of the year.<\/p>\n

\u201cThese are becoming more strategically important as cargo owners seek alternatives to traditional routes, to split risk, build a more robust and efficient supply chain, bringing their cargo closer to the door by sea and keeping their stock flowing. In some cases, cargo owners have saved in excess of one million pounds just by switching a percentage of their cargo to route through the Port of Liverpool. Carriers are actively reviewing their networks, and there are ongoing discussions about service changes and future opportunities. More evolution is likely, and flexibility in port choice will become increasingly valuable.\u201d<\/p>\n

That has certainly been the case for Maritime Transport, the rail and road logistics operator, which invested just over a year ago in a new intermodal facility at the port. Maritime, now part of shipping line MSC\u2019s Medlog group, opened a 2,000 TEU storage facility in September 2024. \u201cWe are delighted to open our newest container storage site at the Port of Liverpool, meeting the rising demand for storage options in the area,\u201d said Tom Williams, Maritime\u2019s Deputy Chief Executive, at that time. \u201cThis expansion increases our capacity and provides new, modern facilities for our drivers and operational teams. It\u2019s an excellent addition to our network that will undoubtedly strengthen our service capabilities and accommodate the growing volume of cargo activity at the Port.\u201d<\/p>\n

Managing disruption<\/h2>\n

Liverpool sees a role for the port supporting trade and transhipment between the Indian Subcontinent and North America, where Snell says tariff dynamics between India and the United States are underpinning volume growth to the UK. \u201cThis market carries a high proportion of pharmaceuticals and other temperature-sensitive cargo, something that Liverpool is exceptionally strong at facilitating,\u201d she explained. \u201cFor example, we provide almost 1,000 reefer plugs across our two container terminals – one of the highest in the UK. Businesses are weighing the implications of US tariffs, emerging risks in global trade routes and the longer-term impact of instability in key regions. Geopolitical uncertainty continues to influence how supply chains operate.\u201d<\/p>\n

Liverpool is also hoping to benefit from shippers planning to avoid disruptions as carriers adjust their networks while services resume through the Suez. \u201cThe Suez Canal will inevitably reopen,\u201d Snell said. \u201cWe are already seeing ad hoc usage by some carriers. When it does reopen, experience suggests there will be disruption across the European port network, and if the transition is not carefully phased, the disruption will be far greater. Congestion, further schedule unreliability, displacement of equipment, volatile freight rates and network imbalances often follow major routing shifts. This environment reinforces the need for credible alternatives. Liverpool offers deep water access, consistent high performance, and strong inland connectivity to the rest of the UK.\u201d<\/p>\n

Liverpool2: a decade on<\/h2>\n

In 2016, Peel Ports opened Liverpool2, a modern container terminal that now sees regular calls from large vessels in the 14,000 TEU range. At the time the terminal was developed, Liverpool2\u00a0 was marketed as a deep-water port that could challenge ports in the south for container services from Asia.\u00a0 Liverpool\u2019s advantage, Peel Ports said at the opening, was its proximity to multi-modal logistics sites and the inland consumer markets of the UK. That proximity, Peel Ports expected, could reduce logistics costs for large importers compared to using a southern port with a shorter sailing time, but higher logistics costs due to longer inland routes.<\/p>\n

Snell said this objective has been achieved, and that Liverpool2 has \u201cfundamentally reshaped perceptions of what a northern UK port can deliver. It has established Liverpool as a genuine deep-water gateway, not an alternative of convenience but a strategic option\u201d.<\/p>\n

\u201cWhat we are seeing now is the next phase of that evolution,\u201d she continued. \u201cThere has been a notable uplift in demand from customers who want Liverpool2 included in their long-term planning. Many cargo owners are actively requesting the transportation of cargo closer to the point of delivery, resulting in lower inland costs, reduced emissions, and more control over their supply chains. This offers a pipeline of opportunity, and we are working with carriers to align services with demand, focusing on diversification and sustainable, long-term growth.\u201d<\/p>\n

That work includes supporting the flow of goods and data as cargo moves inland. Through its PortPlus+ initiative, a connected combination of hardware, nearby storage and logistics IT, customers can also access warehousing, customs processing, and other supporting logistics directly at the port, giving them greater visibility and control over their goods.<\/p>\n

Unfortunately, Peel Ports does not disclose TEU figures for container throughput, so it is impossible to gauge success using this metric. For Peel Ports, the wider point is that Liverpool2, as it approaches its tenth anniversary, is a proven alternative to the southern ports. \u201cIt is increasingly seen as a viable option alongside, and sometimes instead of, more congested southern UK ports. This comes at a critical time in the procurement cycle. Many beneficial cargo owners are entering tender season and building plans for the year ahead. The conversations we are having are no longer just about price per box – they are about resilience, risk splitting, and long-term network design,\u201d Snell concluded.<\/p>\n

DP World hits 5m TEU<\/h2>\n

While container numbers at Peel Ports\u2019 Liverpool and Hutchison\u2019s Felixstowe are not disclosed publicly, DP World has announced strong performances at London Gateway and Southampton in 2025<\/a>.<\/p>\n

London Gateway was the standout performer, setting a new annual handling record in 2025 as container volumes surged by more than 50%, passing the 3m TEU mark for the first time. The growth follows the opening of a fourth berth at the Thames-side port, and the introduction of additional Asia\u2013Europe vessel calls under the Gemini Cooperation, the agreement between Hapag-Lloyd AG and Maersk. The arrangement saw some port calls transferred from Felixstowe.<\/p>\n

Putting the performance in context, London Gateway handled 1.9m TEU in 2024. DP World\u2019s comment, that its 2025 performance reinforces London Gateway\u2019s position as a fast-growing hub in the UK container market, is somewhat understated.<\/p>\n

Furthermore, growth at London Gateway was not achieved at the expense of Southampton. DP World did not give numbers, but said growth at Southampton in 2025 pushed its throughput over the 2m TEU mark for the year.\u00a0 \u201cCombined five million TEU at London Gateway and Southampton puts DP World at the heart of British trade,\u201d stated the company.<\/p>\n

Investment at London Gateway is continuing, with construction underway on two additional all-electric berths as part of a \u00a31 billion expansion that will ultimately create six deep-sea berths capable of handling the world\u2019s largest container ships. A second rail terminal opened in 2025, and a \u00a3170 million BOXBAY automated container handling system is planned. Meanwhile, Southampton is set to receive new quay cranes later this year, as part of a \u00a360 million upgrade programme.<\/p>\n

Tyne turns the tide<\/h2>\n

The Port of Tyne in Newcastle is looking to position itself as a leading centre for green regeneration and clean energy logistics.<\/p>\n

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The Port of Tyne is transforming 230 acres of land into a clean energy park. \/ Photo: Port of Tyne<\/figcaption><\/figure>\n

That ambition is embodied in the Tyne Clean Energy Park, a major redevelopment programme that will see around 230 acres of port land transformed through an investment of approximately \u00a3150 million. Central to the scheme is the construction of 400 metres of new deep-water quay, creating capacity tailored to offshore renewables, clean energy and advanced manufacturing supply chains. Independent modelling suggests the project could support around 12,000 jobs and generate more than \u00a35.6 billion in economic impact, underlining its significance well beyond the port estate.<\/p>\n

Danish renewable energy company \u00d8rsted has leased up to 100,000 square metres at the Clean Energy Park to support marshalling operations for the nearby Hornsea 3 offshore wind farm, reportedly the world\u2019s single largest offshore wind farm, with an eventual installed capacity of around 2.9GW. The Tyne facility will store and handle secondary steel components ahead of offshore installation.<\/p>\n

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James Kemball depot to serve Felixstowe<\/h2>\n

In December 2025, Felixstowe-based transport, storage, and project cargo specialist James Kemball acquired a six-acre site that had been used by multimodal rail and road operator Freightliner. The location is less than a quarter of a mile from the port. Already operational, the facility adds significant capacity to the company\u2019s off-dock operations and is set to support additional services in the near future.<\/p>\n

The acquisition expands James Kemball\u2019s Felixstowe off-dock storage capacity to over 7,500 TEU, the largest in the region. The company says the facility will improve turnaround times, reduce operational costs, and provide greater flexibility for importers, exporters, shipping lines, and freight forwarders. With no depot VBS (Vehicle Booking Surcharge), the expansion also aims to support the Felixstowe haulage community.<\/p>\n<\/div>\n

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Ellerman complements its connections with BALTEX service<\/h2>\n

Specialist operator Ellerman City Liners, previously known for their successful routes out of Liverpool, has launched a new short-sea shipping service, the BALTEX, connecting the UK port of Teesside with Baltic and Benelux destinations. The service is the company\u2019s first of its kind in the region.<\/p>\n

The BALTEX service will operate on a fixed weekly rotation, calling at Riga, Latvia; Gdynia, Poland; Teesport and Tilbury in the UK; Rotterdam, the Netherlands; and Oslo, Norway.<\/p>\n

The weekly service offers a capacity of 1,160 TEU per leg.The new service expands Ellerman City Liners\u2019 presence in the Baltics and strengthens its position in the Rotterdam-Oslo corridor. \u201cThe launch comes amid growing demand for reliable short-sea container capacity in the Baltic region and offers shippers up to 50 per cent lower CO2 emissions compared to road transport alternatives,\u201d Ellerman said in the announcement. Further service developments are expected in line with the common integration of\u202fViasea services into Ellerman Network, following its acquisition in November.<\/p>\n<\/div>\n

*This story first appeared in the February print issue of WorldCargo News.<\/em><\/p>\n