North West Region

Comprised of Lancashire, Cheshire, Cumbria, Greater Manchester & Merseyside.

Timetable

RPG 13 has now become RSS and as part of the updating of the RTS the region is producing a Freight Strategy

Draft Regional Freight Strategy on which consultation has just closed.

Chapter 5

Rail

Introduction

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 (sources: Department for Transport and Strategic Rail Authority). Since privatisation, private sector rail freight operators, terminal and rolling stock providers and end-users have committed some £1billion 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, long with the continued support of stakeholders, should encourage the continued expansion of rail freight. The Strategic Rail Authority (SRA) will play a central role in planning for 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 only by Government and private sector 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 a number of freight markets, rail can offer a cost-competitive, reliable, safe, flexible and sustainable alternative to other transport modes, particularly road. 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, hence rail freight operators must be able to operate efficiently, making best use of locomotives, staff, wagons and track capacity.

Network capacity constraints

The rail network has the potential to move a greater volume of freight, particularly in the international and inter-modal markets; however, growth is constrained by network capacity, particularly the West Coast Main Line north of 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. For example, the SRA’s West Coast Strategy provides additional paths for freight trains in the evening period (1900 to 2200) to increase total capacity by around 30 per cent, although there will be fewer paths available off-peak (1000 to 1600). Peak period freight paths will be very limited and it is recognised that this could make it difficult to meet customers’ requirements. Those parts of the region’s rail network where there is a high demand for capacity from both passenger and freight operators are shown on Figure 2.

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 the Regional Freight Strategy. Another possibility could be the High Speed North South Passenger route currently being evaluated by the SRA, which could release capacity for freight on the existing network. Further development of existing routes between the North West and London and the South East (including the West Coast Main Line and its branches), improvements to Trans-Pennine freight links as advocated by the North European Trade Axis (NETA) and capacity improvements in the Manchester Hub will also be necessary.

24 NORTH WEST REGIONAL FREIGHT STRATEGY
There may also be opportunities for incremental capacity improvements through small-scale measures which could benefit both freight and passengers on the region’s rail network locally such as terminal and dock infrastructure improvements. A specific example where capacity is currently constrained is in the Peak District, where there are indications that the volume of rail-borne aggregates and minerals could increase. This could be addressed through enhanced terminal provision
Merseyrail

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. In conjunction with Network Rail, the SRA is developing proposals for a network of routes cleared to W10 gauge to accommodate these containers. The existing routes cleared to W10 gauge in the North West are shown on Figure 3. Inter-modal units, including swapbodies, are generally up to 9’6’’ in height and between 2.55 and 2.6 metres wide and require the larger W12 gauge. The provision of W12 gauge for routes serving ports and Channel Tunnel corridors are a longer-term aspiration.

The development of key links in the network to W18 gauge for ‘piggyback’ trailer operation could offer increased attractiveness for modal shift; however, such upgrades will require considerable additional expenditure on infrastructure. The cost of such gauge enhancement is unlikely to be affordable by the private sector, hence public sector investment through the SRA may be necessary, reflecting the environmental and social benefits of delivering such enhancements. However, given the current financial constraints under which the SRA are operating, W18 upgrades remain a longer-term aspiration

Provision for longer trains

There are aspirations for the network to handle longer freight trains, up to 775 metre (Channel Tunnel length). However, the development of a 775 metre network would need to address the requirements not only of yards (eg Crewe Basford Hall and Carlisle Ringmoor) and freight terminals but also national network capability, including the length of signaling sections and passing loops. Rail infrastructure improvements aimed at accommodating 775 metre (Channel Tunnel length) trains should be pursued where practicable.

Route flexibility and diversionary strategy

Emergency closures and programmed maintenance access can have a significant impact on freight operators, particularly if they are operating traffic of a larger loading gauge than diversionary routes can accommodate. Such disruption can adversely affect the reliability of rail freight deliveries. If rail freight is to improve its competitiveness with road haulage, flexibility within the route or suitable alternative diversionary routes or contingency planning would be needed to enable 24 hour, seven day a week access for freight operations. This must, however, be balanced against the need to provide adequate access to allow vital maintenance and inspection of the railway to take place.
Hence, the following approach is suggested.

Upgrading 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 such as 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.
Unplanned line closures will have a less disruptive impact on freight train operation when alternative routes are available.
Further information on route flexibility can be found in appendix 4.
Longer notification of line possessions to reduce disruption to deliveries.

Route Alternative

Crewe to Trafford Park Colwich (Staff) to Cheadle Hulme
Crewe to Kidsgrove
Crewe to Seaforth Docks Earlestown to Seaforth, Docks via Huyton. An alternative might be Warrington Arpley to Ditton via Fiddlers Ferry
West Coast Main Line East Coast Main line via a Trans- Pennine route. Settle & Carlisle Line (but not for W10)

26 NORTH WEST REGIONAL FREIGHT STRATEGY

Regional and sub-regional freight terminals

Where customers have no direct rail access of their own, this is usually achieved via an intermediate road journey. Facilities which provide quick, easy and affordable means of transferring freight from road to rail are therefore a key component for encouraging greater use. There is also the need to cater for growth in the movement by rail of bulk commodities such as construction materials, recycled materials and waste. This is likely to require an increased availability of single-use terminals across the North West.
To cater for anticipated growth, a number of inter-modal terminals, rail-linked warehouses and distribution centres need to be developed at key locations around the region, to contribute to a wider UK and European network of similar facilities.

There is a scarcity of ideal locations with good road access and rail links as well as a sufficient amount of land for rail-connected development. Often the most appropriate land may not be allocated for industrial use in local development plans. Rail-connected developments by definition have to be accessible to the rail network, and local authorities should therefore protect sites that are well located in relation to the Regional Rail Network for rail-served development.

Rail-served facilities require long lead-times to cover land acquisition, the planning process and road and rail infrastructure construction. Such facilities will be delivered by the private sector and require capital investment significantly in advance of the sites becoming operational. Hence, investment is only likely to occur when there are clear signs of increasing market interest in modes other than road and the rail freight industry is able to provide competitive market and service propositions.

Policy initiatives like the EU working time directive are likely to increase demand for modal shift as will other issues such as an ageing hgv driver population and increasing road congestion.

The combined effects could have the potential for demand to outstrip existing supply of terminal capacity, hence the early delivery of additional terminal capacity is desirable. Whilst the location of such developments will be market-led, the following location criteria are recommended for inclusion in Regional Planning Guidance.

27 NORTH WEST REGIONAL FREIGHT STRATEGY

Route Alternative

Crewe to Trafford Park Colwich (Staffs) to Cheadle Hulme.
Crewe to Kidsgrove
Crewe to Seaforth Docks Earlestown to Seaforth Docks (via Huyton).
(Port of Liverpool) via Runcorn An alternative might be Warrington Arpley to Ditton
via Fiddlers Ferry
West Coast Main Line East Coast Main Line via a Trans-Pennine route.
Settle & Carlisle Line (but not for W10)
The following diversionary routes are suggested:

Accordance with the Spatial Development Framework Policies SD1–SD9 and Policy EC7 (Warehousing & Distribution) as set out in Regional Planning Guidance for the North West (RPG 13), and the NWDA's Regional Economic Strategy 2003.

The degree and ease of access to the Regional Highway Network as set out in RPG 13 and consistent with its operation and management as set out in Policy T3.
The degree and ease of access to the Regional Rail Network as set out in RPG
13 and consistent with its operation and management.
Compatibility with the SRA’s strategies for freight, capacity and network utilisation, and SRA Regional Planning Assessments.
The capability of the site in terms of it being of sufficient size and configuration to accommodate an appropriate road and rail layout, to enable inter-modal transfer, to allow for the development of added value activities and to cater for future
growth.
Ideally, but not exclusively, be identified as a Strategic Investment Site by the NWDA
(see appendix 5 for current sites). In addition, when considering specific proposals,
local authorities should satisfy themselves that:
the prime purpose is to facilitate the development of rail freight;
rail access and associated facilities are available before each site is occupied,
thereby ensuring that all users are able to use rail should they wish to;
a site travel plan will be developed prior to approval, detailing measures which facilitate genuine access opportunities to the site other than by car for potential employees; and
the viability of the site will not be undermined by conditions and restrictions imposed on activity and hours of operation.
Existing terminals and private sidings in the North West also have an important role to play, and greater use should be made of these to encourage modal shift. Local authorities should also consider changing land-use designations to make appropriate land available in accordance with Policies DP1 and DP3 of RPG 13.

Protection of former railway lines

Local authorities should continue to protect the route of former railway lines for future transport use, in accordance with national and regional guidance and in discussion with the railway industry.

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 £14million. 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. As an example of best practice, Lancashire County Council has teamed up in partnership with Network Rail to reduce the number of incidents.
Proposed

30 RAIL: ACTION PLAN

RL1 To identify, assess and prioritise solutions to improve capacity at key, identified locations in the North West.
RL2 To promote the improvement of gauge clearance on identified strategic routes, initially to W10, but ultimately to W12 on key short-sea and Channel Tunnel corridors.
RL3 To promote the provision of equal capability of diversionary routes to the routes they relieve.
RL4 To encourage further partnerships between Network Rail and local
authorities to tackle bridge strikes.
RL5 To promote the adoption of the criteriabased
approach for assessing regional and sub-regional rail freight terminals.
RL6 To provide advice on relevant rail freight issues which could affect the Regional Transport Strategy.
STRATEGY