Freight Route Utilisation Strategy Draft for Consultation Foreword The fi rst railways in Great Britain were This strategy is a vital document in the future developed primarily to carry freight traffi c. Since of rail freight in Britain, and Network Rail is that time freight has always formed a key part of absolutely committed to supporting our freight the overall “business case” for the railway. operating customers as they seek to grow and develop their businesses. The strategy Today, rail freight is a real, and growing, is now open for consultation and we look success story. Over the last ten years, the rail forward to receiving responses from a wide freight industry has grown rapidly, and more range of interested parties and stakeholders. growth is forecast for the next ten years. We anticipate the fi nal RUS will be ready for This Route Utilisation Strategy looks at the publication in spring 2007. entire network, and considers how the rail John Armitt network should develop to cater for the Chief Executive growing demand for rail freight. As it is a draft for consultation, it considers options rather than drawing fi nal conclusions, and has been developed with the full involvement of the freight operating companies and other key industry players. The strategy looks at fi ve main areas – the level and pattern of future demand, the preferred routes of the freight operators, gauging policy, key capacity constraints, and capability constraints. In relation to demand, the greatest levels of growth over the next ten years are expected in intermodal, construction and coal traffi c. Correct at time of going to print 2 3 Executive summary In many parts of Britain, economic growth Despite the unique role of the Freight RUS in electricity supply industry (ESI) coal and ESI Coal is leading to increasing demands on the rail in the RUS programme, the process followed deep sea (intercontinental) intermodal traffi c. The medium to long term demand for rail network. Development of rail capacity to meet is consistent with that taken throughout the Accordingly, the majority of the key capacity based ESI coal movements is dependent the growing demand is a central element of RUS programme. It has involved a detailed issues identifi ed by the study are driven by on the future role of coal in the UK’s energy the Government’s transport policy. It aims understanding of the freight network, signifi cant changes in the pattern of demand in supply mix. There is currently uncertainty to provide well performing services that forecasting freight on the network up to 2015, these two key commodities. surrounding this role and the fi nal RUS will accommodate the aspirations of both freight assessing and agreeing the key gaps with Each of the schemes identifi ed to address the contain scenario testing to ensure the fi ndings and passenger operators to increase their industry stakeholders and optioneering to capacity issues will be subject to an appraisal are robust against alternative assumptions. services, in a way that maximises overall value understand what action can be taken to bridge demonstrating value for money. The funding The majority of the industry’s projected for money and is affordable. the gaps. As with all RUSs a range of solutions of enhancements will be dealt with outside the changes to rail supply patterns are focused are considered in a hierarchical manner The Freight Route Utilisation Strategy (Freight RUS process. The RUS will give the Offi ce on the transport of coal to the Aire Valley and starting with non-infrastructure solutions such RUS) presents a view of the freight growth that of Rail Regulation the opportunity to consider Trent Valley power stations which are likely to as amendments to timetables and operating could reasonably be expected to occur on the the key options to meet freight growth when have at the least a medium term future. Two longer trains and progressing to consideration network by 2015 and considers the key issues considering expenditure on the network. alternative scenarios were examined refl ecting of infrastructure solutions if required. The that arise when addressing what would be Similarly it will enable the Department uncertainty surrounding the balance of coal Freight RUS has been overseen by a required to accommodate that growth. for Transport and Transport Scotland to imports through competing ports. Stakeholder Management Group consisting understand freight’s needs whilst developing Unlike the individual ‘geographical’ RUSs of Network Rail, English Welsh and Scottish ESI Coal: East Coast Ports to the Aire and their High Level Output Specifi cations for the which concentrate on resolving the changing Railways, Freightliner, GB Railfreight, the Trent Valleys future railway and provide the strategic context demands on fairly self-contained parts of Association of Train Operating Companies, the This fi rst scenario involves increases for Transport Innovation Fund decisions. the network, the Freight RUS considers the Department for Transport, Transport Scotland, in imports through the east coast ports The decisions will be made in the light of any role of freight across the entire network. This the Welsh Assembly Government, Transport (Immingham, Hull, Redcar, Tyne Dock and changes which result from the current review is important because freight movements for London, the Rail Freight Group and the Blyth) supplanting some current English of the structure of charges. cross operational and political geographical Freight Transport Association. Passenger domestic mined supply, and a proportion of boundaries. A network wide approach ensures Focus has been consulted at regular intervals Importantly, it will provide third party investors current Anglo –Scottish traffi c. that the freight demand forecasts used during its development. with an indication of enhancements that would The RUS highlights resulting capacity within each of the geographical RUSs are be required to meet their aspirations. A 30 per cent growth in freight tonnes lifted is constraints and solutions as follows: consistent. Importantly, it also ensures that key forecast over the study period (the 10 years enhancements to capacity to meet freight’s ■ Immingham imports: The key section of to 2014/15) which equates to an additional requirements to move across the network are constraint is identifi ed as the route from 120 trains per day compared to the base year highlighted for further consideration in the the port through Wrawby junction and of 2004/05. Whilst growth is predicted in the geographical RUSs alongside the changing Scunthorpe, both in terms of pathing volumes of almost all commodities carried, demands of the passenger railway. and maintenance access. The solutions the greatest levels of growth are expected 4 5 proposed include a range of small scale terminals in the West Midlands, the North Stakeholders have also expressed aspirations schemes including some train lengthening West, the North East and Scotland. for clearance of key parts of the network to the plus the upgrading of the Brigg line. larger W12 and European gauges in order to The RUS highlights resulting key capacity tap into a larger market. ■ Hull imports: The key section of constraint constraints on the Great Eastern and Cross is identifi ed as the Hull docks branch. London routes and on several sections of the Consultation The solutions proposed include partial East and West Coast Main Lines. Consultation with stakeholders is an important re-doubling of the branch, with possible part of the RUS process and we would The proposed solution to the constraints further enhancements on the main line welcome comments on the contents of this highlighted on the Great Eastern, cross between Hessle Road junction and Selby document. Details of how to contact us can be London and on the southern end of the and some train lengthening. found in the fi nal chapter. West Coast Main Line is the development by A set of further minor schemes are outlined 2014/15 of a W10 gauge cleared Felixstowe in relation to access to the other east coast – Nuneaton route with incremental capacity import facilities. enhancements to allow routeing of some Felixstowe/ Bathside Bay traffi c via Ely, ESI Coal: Anglo-Scottish Coal route Peterborough and Leicester to the West Coast This second scenario involves the continuation Main Line. of growth in imported coal into Hunterston and opencast sites in Ayrshire, supplanting Some smaller schemes are also proposed to current English deep mined production. Under handle further growth on the northern end of this scenario there will be further increases in the West Coast mainline including possible Anglo-Scottish coal fl ows. train lengthening and loop enhancement options. The RUS highlights the capacity of the Glasgow and South Western and Settle Gauge clearance & Carlisle lines as constraints to further The RUS identifi es a number of major gauge signifi cant growth under this scenario. Key clearance issues. Again, each of the issues solutions involve installation of a number of requires further development and their additional signals on the Settle & Carlisle line, recommendation will be subject to a positive doubling all or part of Gretna – Annan (and business case. some additional signals) on the Glasgow and Southampton to West Coast Main Line South Western, and a set of possible smaller ■ Clearance of the core route from scale measures in the Carlisle area. Southampton to the West Coast Main The need for further large scale renewals on Line (via Winchester and Reading) to the Settle & Carlisle line is also examined at least W10 to meet forecast growth in under this scenario. larger container sizes from the Port of Southampton Deep sea intermodal The Freight RUS forecasts a 64% growth ■ Further evaluation of diversionary routes in deep sea intermodal trains by 2014/15 for this fl ow to provide operational fl exibility compared with 2004/05, based on continued South East ports to year on year growth in deep sea container West Midlands/North West throughput at UK ports, and some further ■ Clearance to W10 of the ‘Felixstowe improvements in rail market share.