Evidence to Black Country Examination in Public
December 8th

Statement S/4/4
Freight on Rail would like to thank the Examination Board for asking it to take part in the EIP on 11th January 2007 and submit documents testing Policy UR1A and Policy T12A.

c. The potential for increasing freight travel by rail

1. Freight on Rail is pleased to see the robust support for rail freight in the West Midlands RSS Policy T10 iv, v vi vii freight.

2. In Chapter 9 draft revision of the Black Country RSS 9.93 the following text supports existing and promotes future growth. To safeguard and develop the heavy rail network, consolidating existing Passenger and freight routes and exploring the potential for new and re-opening lines.
   However Freight on Rail does not see these important policies being reflected in UR1A.

3. Nor does Freight on Rail  see any rail freight projects listed  in priorities for investment into rail freight projects in draft revision policy T12A. Prioritising rail freight projects for funding is crucial if projects are going to be implemented.

4. It is vital that the RSS has clear and strong policies promoting rail freight so that this can be translated in identifying and protecting railway lands in LDFs Suitable sites for rail freight interchanges, lines and sidings with existing or possible future rail potential should be protected, taking into account PPG13.

5. Make sure that the RTS and Regional Economic Strategy and Local Development Frameworks evaluate rail freight thoroughly. Freight Strategies are a good mechanism to achieve this. Ensure that there is cross reference between these documents and the Local Development Frameworks and Local Transport Plans.
    
6. Take account of the fact that rail freight flows normally cross regional boundaries so that awareness of cross regional and national rail freight flows are important.
    
7. Separate treatment between local and long distance traffic does not work for rail freight.
    
8. Planning policy should encourage rail connected sites for distribution and industrial development. Avoid the mistakes of the 1980s where for instance major new car factories were built without rail access. (LDF issue)
    
9. Protect sites, especially those with rail connection for interchanges/terminals. (LDF issue)
    
10. Promote new terminals and the upgrade of existing ones that have good road and rail access. Expansion of existing sites is commonly a faster and simpler way to increase modal shift.
     
11. It is important to push for expansion, where feasible, of existing rail freight flows as this is often a simple and fast way of achieving modal shift.
     
12. Providing and safeguarding the sufficient capability and capacity on rail routes to ports should be a high priority.
     
13. Planning policy should identify and protect track beds and sidings with existing or possible future rail potential taking into account PPG13 even where there was no foreseeable rail usage. For example Surrey Heath and Beftonforth Ltd cases upheld PPG13* in this way. (LDF issue)
     
14. In rural areas if lines are preserved they may be used by quarries.
     
15. Have dialogue with the Office of Rail Regulation to protect rail paths for rail freight through conurbations.
     
16. Promote waste strategies to use rail as the preferred mode for access to larger landfill, incinerator or recycling centre.
     
17. Allocate funds to improve road access to existing or new rail freight terminals.
     
18. Make provision for road signage for existing and new sites. Proper lorry routing can minimize the impact on areas around interchanges.
     
19. Disseminate information across business promoting rail freight benefits to business.
     
20. Establish FQPs relating to management of all modes freight traffic.
     
21. Promote mineral strategies to use rail as the preferred mode.
     
22. Set targets such as number of lorry journeys saved and growth of rail’s share in local freight market to measure progress.
     
23. Establish dialogue with DfT rail directorate and in particular region managers.
     
24. Establish dialogue with Network Rail with is now responsible for Freight Route Utilisation Study (FRUS) as well as Route Utilisation Strategies which cover freight and passenger issues.
    
25. Stourbridge to Walsall line should be reopened as a freight by-pass. This would divert significant freight volumes away from the busy passenger lines through Bromsgrove and Water Orton.
26. There are a number of schemes outside the Black Country which are strategically important to it, which would improve the Black Country’s connectivity. Rail freight is cross regional by its nature which means that enhancements outside a region’s borders should also be promoted. Key national projects which will benefit the Black Country
    i Southampton to West Midlands gauge and capacity enhancements
    ii Felixstowe to Nuneaton gauge and capacity enhancements.
27. Freight on Rail believes that the policy should take into account the following
     
1. Re-examine climate change implications taking in the views of the Stern Report
2. safety benefits of rail freight
3. rail freight’s energy efficiency
4. ability to reduce road congestion

A) Rail freight makes a vital contribution to protecting the environment and helping the Government to meet its commitments to improving air quality and tackling climate change. Overall rail produces less than one per cent of the total U.K. emissions of carbon dioxide, the principle greenhouse gas, compared with 21 per cent from road transporti.

Tonne for tonne rail freight produces 90 per cent less carbon dioxide than road transportii

Freight Transport: Average emissions in grams per tonne-kilometreiii

Key: PM10 particulate matter of less than 10 microns; CO carbon monoxide; NOx oxides of nitrogen; CO2 Carbon dioxide; VOC volatile organic compounds. 

B) Safety
Rail is a safest form of transport - RSSB 2006

Richard Eastman divisional Director for Network Strategy at Highways Agency - Freight magazine interview May 06

“Many of the worst incidents involve HGVs. It takes time to physically clear heavy vehicles from the carriageway and by their nature, accidents involving them tend to be more serious”.

C) Energy efficiency
Energy efficiency is directly related to carbon dioxide emissions, rail is significantly more energy efficient than other modes with the exception of shipping. Per tonne carried, road transport will requires between 4 to 7 times more energy than rail. –The case for rail, Railfuture 2004

D)To relieve road congestion

An average intermodal freight train can remove 80 HGVs from our roads –An aggregates train can remove 120 HGVs from our roads – Network Rail

Philippa Edmunds Freight on Rail Campaigner   6th December  2006
Email Philippa@freightonrail.org.uk Telephone 020 8241 9982
Written correspondence to 4 Beresford Ave, East Twickenham Middx. TW1 2PY

i. The Railway Forum 2005
ii. AEA Technology for Strategic Rail Authority, October 2004
iii. SRA February 2005