that the brickwork within was still in good condition at that point, but that the tunnel was largely filled with rubble as reported in 1847. The remaining western section of the Canal Tunnel was drained and filled with flyash in the 1970s using shafts dug from the surface in order to stabilise the ground above. Between 1983 and 1985, British Rail decided to perform extensive engineering works to facilitate the movement of larger containers through Southampton Tunnel. As part of these works, the railway through the tunnel was again operated as a single line and a narrow-gauge railway was constructed to convey mterials from the western end. As a result of this work three sections of the tunnel's interior were rebuilt with segmental steel linings, sealing off the canal tunnel heading again in the process. Presently, Southampton Tunnel is mostly used by trains on the South West Main Line from London Waterloo to Bournemouth and Weymouth, on the Wessex Main Line from Portsmouth to Bristol, and for journeys on the local line from Portsmouth to Southampton. Additional journeys are made on the West Coastway Line from Southampton to London Victoria via Gatwick Airport, and on the Cross Country services from Bournemouth to various points in the north of England. The tunnel is signalled for reversible working (trains can travel in either direction on both lines) and controlled from the Eastleigh Area Signalling Centre. There is also extensive use for freight, the majority which is containers to and from the Southampton Container Terminal just to the west of Southampton Central. Twenty-first century redevelopment Between 27 December 2009 and 3 January 2010, the tunnel was temporarily closed while it underwent reengineering work and at other times it again operated with just one track in use. Inside the tunnel the track was lowered by laying the rails and their fixings directly onto a new concrete floor. This allowed the tunnel to meet the W10 (freight container) route clearance. Previously, Hi-Cube intermodal container traffic had to be carried on special low wagons with areas which could not be loaded, resulting in both traffic planning issues and lower train capacity. Additionally, all container trains were restricted to 20 mph when passing through the tunnel due to the limited clearances for the top edges of the loaded containers. Since rebuilding, no speed or loading restrictions apply to the tunnel and container trains can travel at up