In the late 1960s British Rail (BR) was loss making and government supported; government and British Rail management sought solutions and remedies to the problem of the declining wagonload business; in 1968 a 'Freight Plan' committed the company to continuing wagonload traffic; the possibility of reducing the scope of the freight network was investigated, and computer modelling and computer route planning was introduced to seek increased efficiency.

[6] The future of the company was under question throughout the 1980s; one reason for retaining the service was a potential increase in traffic after the opening of the Channel Tunnel.

[note 4] Attempts to make Speedlink break even by 1992/3 were stymied by the early 1990s recession, as in 1989/90 the company lost £28 million, with revenue of £42 million; a review of operations had shown "trainload" freight to be profitable only on journeys of over 500 miles, with substantial loadings (10 wagons per day).

[10] Attempts to convert British Rail into a wholly commercially viable business prior to privatisation came to an end as The Speedlink service closed down in 1991.

[6][16] A road-rail intermodal service Charterail was established in 1990 to serve potential customers post Speedlink using piggyback wagons from Tiphook.