Back in October 2013, Network Rail published a report entitled “Long Term Planning Process: Freight Market Study”, and in the opening remarks of its summary stated:
“The Freight Network Study sets out the rail industry’s priorities for enhancing the rail freight network, so it is fit for the future. The dominant issue is the need to create capacity on the network. This will enable it to serve the future needs of the rail freight market, ensuring the sector remains competitive and expands.”
One of the objectives of this forward view seems to have been to “reduce road congestion” – great idea. Given both the speed and weight (44 tonnes) of HGV lorries on Britain’s roads – especially trunk and ‘A’ class roads, that’s got to be included too – yes?
Some of the internal statistics from the DfT and ORR make interesting comparisons with figures produced by Eurostat too, and whilst in general, this is an optimistic view, strict comparisons are difficult. More importantly perhaps it stated that the overriding need was to create more capacity in the network, to cope with the projected increased market share with the internal road network. These priorities were defined as:
- Increasing the future capacity of the network – to enable more trains to operate
- Enhancing its capability – to make more efficient use of the rail freight network.
This interesting little graph shows the tonne-km of freight trains in the UK, showing the result after 30+ years, is that freight tonne-km, are slightly ahead of where they were in 1980:
The second graph in comparison shows the volume of freight carried – no international through services, just internal workings. However, compared to the previous chart, you could say this was less positive.
Longer distances, but lighter weights perhaps.
In 2015, the Government published its “Road Investment Strategy”, which included this interesting quote:
“It is, however, important that we continue to invest across the tranport system as a whole, with the aim of enabling more choice and smoother journeys for all.
Road and rail, for instance, can often offer different options for passengers and freight.”
In its introduction, the Executive Summary indicates that 70% of freight travels by road in the UK, on a handful of principal arterial routes and motorways, whilst at the same time indicating that road congestion is an enormous cost to hauliers. Actually, the % share of net road freight tonne/kilometres is more than that, and taking the DfT/ORR/ONS statistics from https://www.gov.uk/government/statistical-data-sets/rai04-rail-freight#table-rai0401 and comparing road and rail with the total movements over the years from 1996 to 2016, it is 88%. The greatest share achieved by rail freight during that period occurred between 2013 and 2015, when the rail freight industry’s share reached the dizzy heights of 15%, or 22.7 billion net tonne/km.
At the same time, there has been little or no investment in rail freight, and intermodal services are essentially static, with little development beyond a comparison with the 1970s “Liner Train” concept and services. Of course, there will be isolated examples of improvements to intermodal services, such as that envisaged for the “Exeter Science Park”. This extract from the Government strategy document makes an interesting observation:
“Improvements to the SRN are also designed to bring economic benefits to the local area and wider region. For instance, a new junction arrangement on the A30, near M5 Junction 29, substantially enlarged junction capacity and opened up access to the Exeter and East Devon Growth Point. This is a strategic development targeted at driving economic growth and prosperity in the area, which includes the Exeter Science Park and Skypark business developments. Taken together, these developments are expected to create more than 10,000 jobs and generate £450 million in private sector investment, as well as featuring an intermodal freight and distribution facility. The improvements to the A30 were delivered by Devon County council, in partnership with the Highways Agency.”
The “intermodal freight and distribution facility” mentioned is nowhere to be seen on the Exeter and East Devon Growth Point web site, and only referred to in a Devon Council briefing paper 8 years earlier.
But, a comparison, however rough, between freight carried by rail and the charts below – based on ORR/ONS data clearly show a wide disparity between rail and road, and an unsustainable future for road freight at these volumes.
On the basis of these two charts, it seems that freight lifted by road has increased at a greater rate than that lifted by rail, although the distance moved has perhaps not increased at the same rate. Are the roads just carrying heavier loads over the same distances?
Over the 10 years from 2006 to 2016, freight lifted by road peaked in 2007/8, as did the distance moved, and whilst it did pick up a little from 2009, it has never reached the previous levels. At the same time, rail freight has basically remained static, and even reduced significantly since 2014/15.
The suggestion contained in the Government’s “Road Investment Strategy”, that 70% of freight is transported in and across the UK by road is a significant underestimate. Back at the beginning of November 2018, Stephen Glaister, chair of the Office of Rail and Road, was keen to outline that reform of the ORR, Highways England and Transport Focus is achieving success, going so far as to state:
“Broadly, I would judge that the reform has been a success. Crucially, the budget for RIS1 has fended off raids in a way it probably would not have done under the old regime.”
Under its latest plans, the road network has adopted the railways’ own 5-year planning methodology, but it does appear on the evidence so far, that there is, and will be little or no change in improving rail freight services in the UK. 2019 may be a watershed year for many reasons, but if the lack of expansion of intermodal, or investment and support for the rail freight industry, the outlook appears grim
By 2017/18, the total goods lifted by rail was down to only 75 million tonnes annually, and according to ORR estimates, represented less than 5% of total freight moved. On that basis, with little or no investment in the likes of intermodal and road-rail interchange facilities, whether at ports, or other locations, it seems that rail represents little by way of a economic options for growth.
Just 3 days into 2019, PD Ports issued a press statement with this eyecatching headline:
As the Northern Powerhouse continues to wither on the vine, and rail improvements fail to materialise, the Government is being taken to task over its complete failure to include any rail freight proposition to connect Leeds and Manchester. So, two of the biggest economic centres in the north have little or no rail freight improvement in the pipeline.
Just over 4 years ago, a £3million+ intermodal facility was opened at Teesport, and PD Ports has seen its customers choosing to use intermodal platforms, with a “significant modal shift” continuing. Perhaps the most telling comment made by this port operator is this:
“There is a significant demand from our customers to be able to move freight east to west through this Northern corridor allowing shorter distances to be covered by rail. Without a viable alternative route for rail freight with the necessary capacity and gauge, the growth we are experiencing will be limited and at risk of reducing due to transport restrictions.”
In addition then to the lack of investment in rail freight generally, there is a very considerable difference in any economic strategy to enable the oft-quoted “Northern Powerhouse” to actually fulfil its aspirations. What is needed is action.