North East Region
North East Region is comprised of Northumberland, Tyne and Wear, Durham and Tees Valley.
The Draft Regional Spatial Strategy, known as the View, was consulted
upon at the end of 2005. The Examination in Public runs between 7th
March to 7th April in Gateshead.
National context
The rail network in the North East has to be seen in its European,
national, regional and industry contexts. The proportion of total
freight tonnage moved on Britain’s rail network has increased
from 8.5 per cent in 1994 to 11.2 per cent in 2002 (source: DfT/SRA).
Since privatisation, private sector rail freight operators, terminal
and rolling stock providers and end users have committed some £1
billion for investment in locomotives, wagons and facilities for further
growth. The Government, in recognising the achievements of rail freight,
has established a target of 80 per cent growth in its Ten Year Plan
for Transport, published in July 2000. This commitment, along with
the continued support of stakeholders, will ensure the continued expansion
of rail freight. The Strategic Rail Authority (SRA) will play a central
role in rail freight growth by establishing a detailed infrastructure
investment strategy and allocating public funds to help deliver it.
SRA funding will complement private sector investment. The prospects
for rail freight growth are enhanced not just by Government targets
and funding commitments, but also by issues such as congestion on
the regional highway network, a shortage of road transport drivers
and the impact of the EU Working Time Directive. In many freight markets,
rail offers a reliable, safe and sustainable alternative to other
transport modes. There is considerable potential for rail to expand
its business, and it must therefore be able to provide sufficient
capacity for this to happen. Price will remain the main criterion
with which rail is compared with competing modes of freight transport.
Rail freight operators must be able to operate efficiently, making
best use of locomotives, staff, wagons and track capacity.
Regional context
Regionally specific information on the tonnage of rail freight moved
is not available. However, contextual evidence such as rail freight
grants awarded by the SRA to the ports of Tyne and Seaham in recent
years and the private sector led investment at Teesport in a further
container terminal, suggests that there is rail freight growth within
the region in line with the national trend. The SRA is currently carrying
out a Route Utilisation Strategy for the East Coast Main Line that
will set a management strategy for the route for the medium term (10
years). In this the SRA forecasts that, whilst demand for the bulk
commodity sector (coal, etc) is likely remain consistent over the
next 10-15 years, there are indications that demand will increase
for more time sensitive regular flows, including growth of deep-sea
intermodal traffic, and in particular, increases in premium logistics
type traffic. It is expected that these will be carried in higher
speed trains. One of the key national issues for rail freight is the
lack of loading gauge for emerging 9'6" standard for deep-sea
containers. However, it should be recognised that this constraint
is currently providing an opportunity for NorthEast ports through
an increase in short-sea shipping. The region does wish to see its
range of national links broadened, which would include higher gauge
rail links, but any such upgrade should be designed to support intermodal
freight interchanges.
Network capacity constraints
The regional rail network has the potential to move a greater volume
of freight, particularly in the international and intermodal markets.
However, growth is constrained by network capacity, particularly on
the East Coast Main Line. There is therefore a need to strike an appropriate
balance between the needs and aspirations of freight and passenger
operators, together with a programme of infrastructure improvements
and more efficient timetabling and routeing. There are both soft and
heavy constraints in and outwith the network in the North East that
are adversely affecting rail freight capacity in the region. These
are covered in more detail in appendix 4. Much rail freight transits
the region and potential gains could be achieved through developments
outside of the region. Anglo-Scottish coal movements are an example
where improvements in capacity on the Settle-Carlisle line would avoid
existing flows being routed to the East Coast line thereby freeing
up capacity for alternative traffic. This would be welcomed and supported
within the North East.
Strategic rail freight routes
For the purposes of the Regional Freight Strategy, the North East’s strategic rail routes are seen as:
- the main North South corridor of the East Coast Main Line (ECML),
including the parallel Stillington route via Yarm and in the long
term, the currently mothballed Leamside line
- the line from Newcastle to Carlisle (as a key alternative for certain
flows to the ECML north of Newcastle)
- Ashington, Blyth and Tyne Railway, alternative to the ECML
- routes in/out of Teesside to the ECML
- for certain flows, as an alternative to the ECML, the line via the Durham Coast via Hartlepool
Central Railway is developing a proposal for a high gauge freight route from the Channel Tunnel via the East Midlands to Liverpool involving new and existing railway. Significant issues remain to be addressed which preclude specific comment at this stage but the general principle of providing additional freight capacity is consistent with this Regional Freight Strategy and may have an impact. An alternative possibility could be the high speed North/South passenger route, currently being evaluated by the Strategic Rail Authority, which, at a national level, could potentially release capacity for freight on the existing network. At this stage the implications for the North East are unclear. There may also be opportunities for incremental capacity improvements through small schemes, which could create local benefit for both freight and passenger movements on the network, including terminal and dock network infrastructure.
However, further strategic long-term rail development between London
and the North East, including in the longer term the reinstatement of
the Leamside line, improved Trans Pennine links to the North West as
part of the European Trade Access (NETA), and regard to the Trans European
Rail Freight Network (TERFN) will be necessary.
Loading gauges
Restricted loading gauges can limit the potential for rail freight growth. Deep-sea containers of 9’6” height and 2.5 metre width are increasingly used in the shipping industry. The industry base of the North East leads to relatively large numbers of intermodal tank containers moving into the region. In conjunction with Network Rail, the Strategic Rail Authority is developing proposals for a network of routes cleared to ‘W10’ gauge to handle the larger containers. Intermodal units, including swap bodies, are generally up to 9’6” in height and between 2.5 and 2.6 metres wide and require the larger W12 gauge to be conveyed on standard 1,000mm height rail wagons. The key route through the region is the East Coast Main Line, which is ‘W9’ gauge. Using lower platform height rolling stock, the movement of 9’6” intermodal units is currently possible. The provision of W12 on key short-sea and Channel Tunnel corridors is a longer-term aspiration. It is recognised that the majority of work will need to be undertaken outside of the region and connection into a national high gauge network is endorsed through the Regional Freight Strategy. The Strategic Rail Authority has decided that priority for any gauge upgrade in the region will be given to the Tees Valley conurbation, due to the concentration of intermodal interchange facilities in that area.
The development of key links in the network to W18 gauge for ‘piggyback’
trailer operation would offer increased attractiveness for modal shift.
However, such an upgrade will require considerable additional expenditure
on infrastructure. Generally, the cost of gauge enhancement cannot be
borne by the private sector, hence public sector investment through
the Strategic Rail Authority would be necessary, and would depend on
the environmental, social benefits and affordability of delivering such
enhancements.
Provision for longer trains
There are aspirations for the network to handle longer freight trains,
up to 775 metre (Channel Tunnel length). Handling these trains presents
difficulties both for the network and for terminals alike. The development
of a 775 metre network would need to address the requirements not only
of yards and freight terminals but also national network capability,
including the length of signalling sections and passing loops. In general
the East Coast Main Line in this area is currently constrained to 500m
long trains. Rail infrastructure improvements aimed at accommodating
775 metre (Channel Tunnel length) trains should be pursued where practicable.
Route flexibility and diversionary strategy
Further information on route flexibility can be found in appendix 4.
The Regional Freight Strategy is supportive of an approach which includes:
- the upgrading of diversionary routes to the same characteristics
as the primary route
- improvement of diversionary routes prior to disruptive works on
the primary route
- provision of additional infrastructure (for example, cross-overs
and bi-directional signalling) to permit ‘contra-flow’
working during maintenance or disruption
- use of innovative maintenance techniques to reduce maintenance
time
- use of innovative/higher specification materials to extend maintenance
periods
- longer notification of line possessions to reduce disruption to deliveries
Unplanned line closures will have a less disruptive impact on freight
train operation when alternative routes are available.
RAIL: ACTION PLAN
RL1 To identify, assess and prioritise solutions to improve capacity
at key
locations in the North East.
RL2 To promote gauge clearance on identified strategic routes, initially
to
W10 and ultimately to W12 on key short sea and Channel Tunnel corridors.
RL3 To promote the provision of equal capability of diversionary routes
to the route they relieve.
RL4 To encourage further partnerships between Network Rail and local
authorities to tackle bridge strikes.
RL5 To promote the adoption of the criteria based approach for assessing
regional and sub regional rail freight terminals.
Route Alternative
The following diversionary routes are suggested
East Coast Main Line Route ‘via’ Yarm and Stockton
East Coast Main Line Newcastle and Carlisle to Scotland
East Coast Main Line West Coast Main Line via a Trans-Pennine Route
East Coast Main Line Ashington, Blyth and Tyne Railways
East Coast Mail Line Settle/Carlisle Line
Private user rail freight terminals
As a legacy of its industrial past, the region has a large portfolio
of existing terminals and private sidings. Most of these are mothballed
or disused and may not be appropriate to modern rail freight operation.
However all sites could have a role to play, and better use should be
made of these to encourage modal shift. Local authorities should continue
to protect the route of former railway lines and rail freight sites
for future transport use, in accordance with national and regional guidance
and in discussion with the railway industry. Planning authorities should
guard against sterilizing sites through planning permissions for inappropriate
land uses around rail freight sites that could jeopardise future operational
viability.
Bulk
There is the need to provide terminal facilities to cater for growth
in the movement, by rail, of bulk commodities such as construction materials,
recycled materials and waste. There is also a need to consider the potential
role of regional ports for the future import of coal.
Bridge strikes
Nationally, bridge strikes by road vehicles caused 450,000 minutes
of delay to the railway over a three-year period, costing the industry
£14m. There are around 30 bridge strikes each week. Mitigation
measures developed in partnership with local authorities can reduce
disruption to both rail and road networks, and this approach is recommended
by the Regional Freight Strategy.
PORTS : ACTION PLAN
P1 To support investigation of the need for improved access by road
and rail to the North East ports.
P2 To investigate an assessment of sites where significant opportunities
exist for multimodal freight facilities within or adjacent to ports.
P3 To encourage the Regional Spatial Strategy to incorporate policies
to safeguard land for the development of multi modal facilities, wharfage
and warehousing adjacent to ports.
P4 To instigate an investigation of the opportunities across the region
for modal shift to coastal/short sea shipping for selected cargoes such
as containers, bulk and waste.
P5 To promote the use of freight facilities grants so as to maximise
the scope for the development of rail transshipment facilities