Association of Inland Navigation Authorities A strategy for Freight on Britains inland Waterways Introduction Background

In the light of the interest generated by the This strategy is based on the assessment History has left the current inland waterways In Waterways for Tomorrow, the Government Government’s Integrated Transport White of the existing inland waterway network network with a diversity of navigation acknowledges that the inland waterways still Paper, A new deal for transport: better for and its potential development. It does not authorities with varying levels of skills, powers carry some freight but only a small amount in everyone , there has been a significant examine the case for new waterways, which and resources. The largest part of the network national terms. Most freight traffic is found on demand for a strategic analysis of the if proposed would be at European Class Vb (3,250 km) is owned and operated by British the tidal inland waterways. On the non tidal ways in which the UK inland waterways standard. However, the impact of proposed Waterways, a public corporation partially system, freight carrying survives on only a few network could be developed to carry more links within the existing broad beam network funded by Government. A further 875 km is waterways, mainly river navigations managed freight. In so doing, it may be possible to are considered where appropriate. operated and managed by the Environment by ; and the Manchester as certain what could be achieved by Agency which is a Non Departmental Public Ship . transferring 3.5 per cent of road freight Body partially funded by Government. movements to water - an aspiration of the The remaining 1,000 km or so of navigable The revision of the Department of the Government. AINA believes it should be waterways are owned and operated by a Environment, Transport and the Regions’ accepted that a major portion of this shift wide range of navigation authorities including (DETR) Planning Policy Guidance Note on would be as a result of growth in estuarial development companies (e.g. the Manchester Transport (PPG 13) will encourage more and coastal traffic, with approximately 1 Ship Canal Company); drainage freight to be carried by water. Local per cent of freight movement on the commissioners (e.g. the Middle Level authorities, through their Local Transport inland waterways. Navigations); the National Trust (the River Wey Plans (LTPs), will be expected to consider Navigations); port authorities (e.g. the Port opportunities for new developments that of Authority on the tidal Thames); are served by waterways. charitable trusts (e.g. the Upper Avon Navigation Trust); local authorities (e.g. the The DETR Guidance on Full Local Transport Authority); and even Plans confirms the Government wish to see original canal companies (e.g. the Chelmer better use made of inland waterways for the & Blackwater Navigation Limited). carriage of freight, thus reducing HGV movements and distances travelled. UK Government Policy The guidance encourages the business community to work with Government, through In A new deal for transport: better for freight grants, to protect the environment and everyone research indicates a potential to tackle road congestion. Consideration is being divert about 3.5% of the UK’s road freight given to extending the Freight Facility traffic to water by the following means: Grant Scheme, which is available to inland waterways, to coastal and short sea shipping. ships re-routing to ports nearer to origin and destination bulk and unit loads shifting to coastal traffic greater use of the UK’s estuaries and inland waterway network.

The paper encourages greater use of inland waterways where there is a practical option and economic benefit. The rules of the Freight Facility Grant (FFG) regime are to be re- examined with a view to encouraging more applications for inland waterway projects. It is the Government’s intention to see the best use made of inland waterways for transporting freight and consequently to reduce the number of heavy goods vehicles (HGV’s) on UK roads. Recognition is given to the fact that the inland waterways also have an important role to play in providing leisure and tourism opportunities and can provide a catalyst for urban regeneration. Inland waterways can be part of strategies To achieve these, some of the following On studying all current UK Government advice No assessment is carried out of the for walking and cycling and providing a safe high level policy objectives were identified: as mentioned above, it is clear that there is a coastal/one-way/short sea shipping environment for travelling to school or work. It Making more effective use of the existing considerable amount of positive thinking in opportunities associated with the estuarial is clear that local authorities need to maximise infrastructure to reduce the direct and favour of waterborne freight. Achieving the routes or ship where the bulk of any this potential for waterways and set out their indirect cost of congestion. stated aspiration to divert 3.5 per cent of all increase in traffic would occur. With regard to proposals in their transport planning. freight traffic would indicate that some 60.4 , the Caledonian and Crinan Canals Making better use of regional transport million tonnes per annum should be lifted and are considered, along with the Millennium Link The Government guidance states that LTPs infrastructure to promote the development that some 5.6 billion tonne kilometres should between Edinburgh and currently will be assessed against criteria which will of regional economies. be moved from road to water. In defining this under restoration. include showing “clear evidence of effective Improve transport integration and strategy AINA has investigated the feasibility partnership with navigation authorities, rail inter-modality and making transport of achieving such a shift and this is Current Situation infrastructure providers and freight operating more accessible to all. summarised within. companies to promote greater use of Statistics from the DETR indicate that in 1998 alternative modes for freight distribution”. Promoting sustainable development by Geography Opportunities 1,727 million tonnes of goods were lifted for Planners will also need to show evidence reducing the environmental impact of road traffic within the UK, whilst at the same that they are taking account of greater use transport, including improving the local The main inland waterway network in Britain time 149 million tonnes were lifted for of water and rail freight in their land use urban environment. lies within a box, the four corners of which are transportation by water as sea-going traffic planning decisions. London, Bristol, Liverpool and , with the (Table 2). Below these high level objectives there heart of the system located in the West A recent Government Task Force has were several secondary objectives: Midlands. For the purpose of this review it is The corresponding figures, in terms of goods produced a foresight report, Actions for Developing better integration and inter- assumed that east-west links could take place moved, were: for road 159.5 billion tonne sustainable transport: Optimisation across modality so that demand can be managed via the and the kilometres (65 per cent of the total moved), modes , which sets out the need to maximise more effectively. Leeds-Liverpool Canal, both of which are with water being responsible for 57.2 billion the benefit of transport assets over the next broad beam (4.27m). Diagonal routes across tonne kilometres (representing 23 per cent 20 years and also indicates the steps that Improving maintenance and construction the box exist from London to and of the total). should be taken to improve the capacity of the technology to make better use of the then to ; from Worcester and existing transport infrastructure to cope with existing infrastructure assets. Stourport to Birmingham and then across to the expected growth in demand within the Nottingham and the Humber; and from UK. It was particularly concerned that the To assist in these, various policies are London to Birmingham and then to Leicester scale of congestion on the UK’s road likely to be drawn up which will include: and Nottingham all at narrow beam (2.13m). network is a major national problem leading Establishment of improved management to significant infrastructure stress throughout and control systems throughout all transport The large river and commercial navigations are the system. networks and making better use of coastal also considered on their own merits, namely shipping and inland waterways. the , , , The most urgent need in the transport sector River Ouse (Yorkshire), the Aire and Calder is to find ways of making more effective use of Within the policies there is a requirement Navigation, Sheffield and South Yorkshire the existing infrastructure, including improving for research and development as follows: Navigation, the , , River operational management and finding publicly Information provision - communication Thames, River Nene, the acceptable ways to reduce demand and system monitoring and real time forecasting. and the . Approximate increase capacity. It is only through these payload capacities of selected navigations are measures that the transport sector can play Sustainable freight distribution, logistics and shown in Table 1. its part in maintaining the UK’s competitive supply chain management. position. The Task Force also recognised that Inland waterway and coastal shipping, the many environmental concerns including development of transhipment facilities and congestion, air pollution, climate change and improved operational management. noise should be properly considered within future transport policy development. Development of handling techniques for freight transport, transfer between road/rail/water transport systems. Conclusions

The tonnage that could be carried by working e.g. the M4, M5, A1, M6, M62 etc, could be Niche Markets On the larger waterways of Britain a standard 40 hour week using the existing used to divert traffic from road to water and opportunities exist for the movement of navigation network is 12 million tonnes per approximately 15 million tonnes, representing Within the inland waterway network, there abnormal indivisible loads (AIL’s) which can annum or 0.33 per cent of the total freight 1 per cent of road tonnage, could be carried. are opportunities for niche markets to be be used to move very heavy components of carried within the UK. To maintain this level of Further analysis is required to assess channel created which may, for example, involve the greater than 200 tonnes from a coastal port activity throughout the network, an abnormal capacities and investigate markets. movement of gravel from quarry to processing to inland sites such as power stations. The use of water supplies would be required which plant, transfer of waste from collection point to former Central Electricity Generating Board would result in a significant number of routes A considerable amount of work has been incinerator or landfill site or other schemes. owned a special craft capable of such being depleted of water by August within any done within the European Union, especially Careful consideration of the effects on movements and a new multi-purpose pontoon year. This level of tonnage could only be on the development of the Trans European navigational structures of intensive traffic is currently being designed for the power achieved by stopping recreational use of Network Strategy (TENS) which suggests the associated with such operations needs to be industry to move loads of up to 1,200 tonnes the waterways during the working week. In main sea links from Europe to the UK could taken into account. It is likely that specialist which is expected to be operational in 2002. addition, recreational use at weekends would be much improved by a liner service. This equipment will be required which may Its beam is such that it requires a navigational probably need to be reduced due to far more would “port hop” around the coast to provide necessitate the design of purpose built width of 18 metres and a draft of only 2 maintenance being required to keep the short sea shipping links between mainland containers, craft and handling equipment metres which therefore limits its use to the network open during working days. It also Europe and the east and west coasts of the for efficient loading and unloading. This is larger ship canals and estuary type is likely that, at such density of traffic, the UK. By providing such a service, cargoes particularly pertinent in the case of waste navigations. Relevant navigation authorities environmental, ecological and heritage value could be loaded or discharged nearer to the transport where the need for appropriate should ensure that, where there are any of the network would be irreparably damaged. point of origin or use and as a consequence disposal or other treatment facilities make dimensional reductions that preclude the use the actual percentage moved by road could such cargoes unique. of this pontoon, all possible steps are taken to The current level of critical arrears and other be reduced, and could be reduced further enlarge capacity so as to permit its passage. arrears is some £83 million and £150 million by transfer to the large river navigations and Schemes such as the waste transfer Funding should be sought from Government respectively for the British Waterways part of commercial waterways. proposals for Edmonton in East London and and other sources for the necessary the network and £12 million and £17 million Coventry University’s design of purpose-built enhancement to the network. respectively for the part The commercial waterways, being of much containers for moving goods within inner city of the network. These levels would increase larger scale, have the ability to carry cargo areas from one wharf to another using simple dramatically with the increased freight traffic from coastal and estuarine ports inland to handling techniques such as forklift trucks are with little expectation of being able to recover service appropriate import and export markets. valid. Any scheme may be specifically justified sufficient income from tolls etc, to address the These markets need to be reviewed prior to in its own right and could attract funding either additional maintenance required, except by any development of commercial waterways in the form of sponsorship by manufacturers means of further significant Government and various research exercises like British or retailers for demonstrating good grants. AINA believes that it would not be Waterways’ North East Inland Ports Project, environmental practice, or by the provision of worth the loss of all that is currently valued may well be an acceptable way forward. Freight Facilities Grants by the Government. about the waterway network to achieve However, the total tonnage that can be moved such a small shift in freight transport from by such commercial waterways is in the order Intraport trade which, as in the case of the road to water. of 20 million tonnes and is likely to be tidal Thames is exempt from port charges, is achieved only as a result of increased particularly suited to the movement of high With regard to the large commercial development of coastal and short sea volume, low value goods which are not unduly waterways and the ship canals it is fortunately shipping rather than generated in its time sensitive. These factors mean that the a different story. These have been modernised own right. economics of the trade are not prejudiced by over the last 50 years and, whilst they have double-handling at terminals. However, the suffered a decline in traffic, the infrastructure is safeguarding of strategic wharf sites is vital in in a reasonable condition to allow more or less order for such trade to be developed. immediate reuse hence providing significant opportunities for freight carriage. The historic and geographic reasons for these navigations being created still hold true in that they all service the various estuaries of the UK where deep water ports continue to exist and currently thrive, especially on the east coast of the UK. If adequate wharves and inland ports were available, these routes, which parallel the existing motorway and trunk road networks, Recommendations Table 1 Payload Capacity of Selected Navigations

AINA believes that the use of the inland AINA will support the various port operators Navigation Payload (Tonnes) waterways network is no longer economically and their representative organisations in or environmentally suitable for the significant encouraging Government to recognise the 72ft Narrow Beam Canal 25 transfer of goods between the major cities benefits of coastal/short-sea shipping which within mainland Britain. However, it is eminently can provide a significant carrying capacity 56ft Broad Beam Canal 45* suitable for short-hauls, the transport of waste around the UK coast. It is believed that only 72ft Broad Beam Canal 50 and other high volume, low value products and by the use of such facilities will the aspiration also for addressing niche market goods where of a 3.5 per cent shift from road traffic to water River Severn – Stourport 350 to Worcester it can provide a cost effective alternative to the be realised. River Weaver – 350 local road network. Navigation authorities should be proactive in identifying such Navigation authorities should be proactive. 100 opportunities and, where appropriate, They should have input to LTPs and, where 400 work with local authorities and businesses opportunities for coastal/short sea shipping Millennium Link 60 to realise any freight carrying potential. or niche market movement of freight by waterways exist, they should identify and River Ouse – York 200 The physical nature of suitable bulk cargoes quantify the potential and highlight specific Howden Max 3000 means that short-hauls, particularly on the tidal information needs. For example, navigation river or commercial waterways through large authorities can help in promoting partnerships Selby Max 1200 cities, can have a disproportionately large for the acquisition and safeguarding of Aire and Calder, Leeds 600 impact on reducing both the number of HGV strategically important wharf sites. movements on roads and the lengths of Aire and Calder, Wakefield 250 journey travelled. This sustainable transport Freight Facility Grant allocations for waterways South Yorkshire Navigation 700 message should be encouraged by should be increased and the scheme should River Trent – Nottingham 200 all concerned. be extended and made applicable to coastal/short-sea shipping routes. River Nene 50 To achieve the aspired diversion of 3.5 per AINA will continue to lobby for this. River Great Ouse 50 cent of freight traffic from road to water it is recommended that significant investment is AINA should continue to foster partnerships River Lee 150 made in developing short sea links. These between its members in order to create (down stream of Oxford) 500 links could be made either directly between synergies and facilitate good practice guidance the UK’s east coast ports and the Continent, leading to the development and exploitation River Thames (up stream of Oxford) 60 or by means of a liner port-hopping service of opportunities to increase freight transport River Medway 60 complemented by using the large commercial by water. waterways and ship canals to lift approximately Manchester Ship Canal 10,000 20 million tonnes, or 1 per cent of freight. It is not recommended that new inland and Sharpness Ship Canal waterway links be built to support strategic Commercial waterways and ship canals should freight opportunities. However, new links may The above figures are approximate. Actual capacities are dependent on limiting be maintained as such within the demands of be supported on the basis of local or niche dimensions of each waterway and should be checked with the appropriate current use. They do have the ability to be markets to meet a significant, sustainable . increased in capacity to accommodate longer- regional demand. term development of estuarial and coastal shipping needs created by market forces or Government fiscal and grant polices. Table 2 UK Domestic Freight Transport

Goods Moved Good Lifted References Billion Tonne Kilometres Million Tonne Kilometres 1. A New Deal for Transport: Better For Petroleum Products Everyone. DETR, July 1998 Road 5.1 59 2. Waterways for Tomorrow. DETR, June 2000 Rail 3. Guidance on Full Local Transport Plans. Water 45.5 76 DETR, March 2000 Coastwise 36.4 55 4. Actions for Sustainable Transport: Pipeline 11.2 148 Optimisation Across Modes. DTI, August 1999 All Modes 61.8 283

Coal and Coke Glossary Road 1.4 22 Rail 4.5 45 European Class Vb Standard Water 0.5 3 Broad beam All Modes 6.4 70 Narrow beam

Other Traffic Tonne kilometre Road 153.0 1,648 Commercial navigation Rail 12.9 57 Payload Water 11.2 70 All Modes 177.1 1,773 TEU

All Traffic Foreword Road 159.5 1,727 Rail 17.4 102 By Dave Fletcher Water 57.2 149 Pipeline 11.2 148 All Modes 245.3 2,126 Association of Inland Navigation Authorities Percentage of all Traffic Road 65% 81% The Association of Inland Navigation Rail 7% 5% Authorities (AINA) provides a single voice on waterway management issues. Our broad Water 23% 7% purpose is to facilitate the management, Pipeline 5% 7% maintenance and development of inland All Modes 100% 100% waterways as an economic, environmental, recreational and social resource. AINA members comprise 28 navigation authorities in the UK and Ireland who, between them, own, operate and mangage more than 5,000 km of inland waterways.

AINA Willow Grange Church Road Watford WD17 4QA www.aina.org.uk