Contents

1. Introduction 3

2. Role of Freight 4

3. Existing Conditions / Current Issues 5

4. Aspirations for Tees Valley Freight Network 21

5. Interventions 22

7. Action Plan 25

2 Tees Valley Freight Implementation Plan 2020

1. Introduction

Tees Valley Combined Authority is the local transport authority for the Tees Valley. This is the Tees Valley Freight Implementation Plan, part of the first Strategic Transport Plan for the region, for the period up to 2030. It has been developed by the Combined Authority in collaboration with our five constituent Local Authorities, Darlington, Hartlepool, Middlesbrough, Redcar & Cleveland and Stockton-on-Tees.

The Combined Authority has ambitious plans to grow the region’s economy and our Strategic Economic Plan aims to create 25,000 Our vision for new jobs and deliver an additional £2.8billion into Tees Valley by Tees Valley is: 2026. We are also developing a Local Industrial Strategy, an agreement between us and the Government on how we will To provide a high improve our economy over the next ten years and how this will quality, quick, feed into the Government’s overall UK strategy. affordable, reliable, low carbon and In order to ensure that everyone in Tees Valley is able to work, safe transport study, enjoy and fully participate in these ambitious plans for the network for people future, we need a world-class transport system that also encourages inward investment. Transport is about connecting and freight to move people and businesses in Tees Valley and beyond. Delivering a within, to and from world-class transport system that is fit for the future is a critical Tees Valley. enabler for the success of the area.

In preparing the Strategic Transport Plan, a framework was developed based upon six themes, which are closely linked and will all require improvement in order to meet the overall transport vision for the Tees Valley. The six key themes are:

 National Rail.

 Major Roads.

 Connecting Economic Centres.

 Unlocking Key Sites.

 Local Journeys.

 Delivering Social Equality, Carbon Reduction and Protecting the Environment

To support the Strategic Transport Plan itself, a series of Implementation Plans have been prepared which go into more detail on the current and future issues, and the interventions needed, across the six themes listed above.

This Freight Implementation Plan aims to recognise the contribution that the sector makes to economic growth, puts forward proposals to support freight and logistics, whilst examining any negative social impact associated with growing freight movements and proposing mitigating measures. The strategy considers the activities of all modes of freight transport and complements the other daughter documents, particularly the Road and Rail Strategies.

Tees Valley Freight Implementation Plan 2020 3 2. Role of Freight

The freight and logistics sector has a key role to play in delivering the Tees Valley Strategic Economic Plan. The freight sector is a key enabler in terms of investment, jobs and economic wellbeing. The efficient movement of goods is vitally important for economic success, as it allows the raw materials and finished goods that we manufacture to reach their destinations. Any improvement in efficiency offers a significant opportunity for economic growth through increases in productivity.

The freight industry lies almost entirely in the private sector, which makes significant economic investments each year and which provides industry, commerce and the wider population with a level of service that generally does not rely on public sector investment. Logistics is a highly competitive and commercially driven sector which operates in a global marketplace where low operating margins are not uncommon. There is little security of business and many operators carry freight on a ‘spot’ basis, that is, as and when required. The sector requires high levels of investment in both infrastructure and equipment, largely on a speculative basis, and in markets that are vulnerable to external factors such as shifts in trade, competition, government policy and fuel prices.

The sea freight and rail freight sectors in particular are based on significant capital costs and long asset life. Ship and freight train operators require significant third party infrastructure and a critical mass of tonnage to underwrite the cost of providing a service. Similarly, port and terminal operators who provide that infrastructure have to plan long term investment in a sector that operates in a very dynamic marketplace.

The Tees Valley is an important link in the UK’s supply chain, providing an international gateway for the movement of goods in and out of the country and a key hub for the transport of domestic freight. We are proud to have one of the UK’s biggest port complexes and England’s largest exporting port as part of our transport infrastructure, an international airport, and a network and road and rail routes which give the City Region good access to national and international transport links.

The A1(M) and A19 provide north-south links, and the A66 and A174 east-west road links. In terms of rail, the Tees Valley network provides both passenger and freight connections, with direct routes to London and other major cities. Darlington’s railway station is located on the East Coast Main Line and provides rail connections southwards to London and northwards to Glasgow and Edinburgh in a little over two hours. Teesside International Airport offers flights to a number of UK destinations and Schiphol, Amsterdam.

4 Tees Valley Freight Implementation Plan 2020

3. Existing Conditions / Current Issues

Overview

Efficient logistics requires a comprehensive freight transport network where all modes work together effectively for the benefit of the industry and the local area. In the Tees Valley there are 555 enterprises classified as ‘Transportation and Storage’, employing 16,500 people (Source: ONS Business Register Employment Survey). For its size and location within the UK, the Tees Valley punches above its weight, particularly in terms of exports.

Local port facilities on the River Tees export more than any other port in England and Tees Valley exporters have the highest value per exporter of goods in the country. The dominance of large companies exporting machinery and chemicals reflects our strong manufacturing sector. Data for the ports of Tees and Hartlepool shows that we are operating within a global, deep-sea market and handling a large range of commodities including both raw materials and finished goods.

By road, the single biggest area of freight for Tees Valley is food products, pushing the movement of chemicals into second place. The greater than national average length of haul for the Tees Valley suggests that the City Region’s freight hinterland is actually wider than that for other areas.

Freight by rail is still dominated by large, bulk movements serving major industry in the area. However, the daily intermodal services to Scotland, the south and east of England extend the Tees Valley hinterland further and suggests greater potential for the port to act as a UK gateway for imported consumer goods if rail, together with good road access, provide a cost- effective and resilient point for onward distribution.

Key statistics relating to freight in the Tees Valley include:

 16,500 people employed in the sector;

 825 logistics companies located in the City Region;

 Home to the 9th largest port in the UK; and

 The sector contributes £533 million of Gross Value Added (GVA) to the City Region’s economy each year.

Tees Valley Freight Implementation Plan 2020 5 Key Strengths

 Deepest port facilities on the east coast with open access to the sea

 Good availability of brownfield sites

 Enterprise Zones

 Main freight sites connected by good road and rail infrastructure

 Relatively uncongested roads and economic centres

 Long-established daily rail and sea connections for shipping containers

 Extensive pipeline network for liquid bulk movements

 Supportive planning regimes

 Major industrial cluster and key manufacturing sites

 Strong supply base for exports

 Competitive rates for land, warehousing and road haulage

 A local airport with international connections and proximity to main freight sites

 Almost half of the UK population is within a 4.5 hour drive for a lorry

Road

Heavy Goods Vehicles are defined as goods-carrying vehicles with a gross vehicle weight over 3.5 tonnes while Light Goods Vehicles are essentially vans with a gross weight of 3.5 tonnes or less.

In 2006, there were just over 4,600 HGVs registered in the Tees Valley City Region. By 2015, this had reduced to just over 3,600 whilst the number of Light Goods Vehicle (LGV) registrations has increased from just under 3,000 to almost 74,000. This decline in the number of HGVs registered in the Tees Valley reflects the national picture. There has been a significant move nationally towards a greater number of light vans delivering goods to the marketplace and vans are now the fastest growing element of the road freight sector. Local data on road volumes confirms a decline of HGV traffic and a rise in LGV traffic.

HGVs vs. LGVs Tees Crossing (Indexed = 100) 170 160 150 140 130 120 110 100 90 80 70 60 50 40 30 2000 2002 2004 2006 2008 2010 2012 2014 2016

LightGoodsVehicles AllHGVs

6 Tees Valley Freight Implementation Plan 2020

Despite the decline in the number of registered HGVs, they continue to be an integral part of the supply chain and it has been estimated by the Road Haulage Association that “85% of everything we eat, wear and buy and use is moved, at some point, on the back of a UK- registered lorry”. The type and weight of HGV carrying goods is, however, changing with a growing number of goods now carried by larger articulated lorries and a shrinking demand for smaller, rigid vehicles. The trend towards heavier, articulated lorries, but a decrease in HGVs overall, has been driven by operational economies of scale and government legislation which incrementally raised the maximum gross weight permitted on the roads.

The DfT’s annual Continuing Survey of Road Goods Transport suggests that the average length of haul in Great Britain for an HGV in 2016 was 90km, having increased moderately since 2004 when it was 87km. Some regions have actually seen the average road haulage distance reduce, but the figure for Tees Valley-based HGVs has increased to 121km. This reflects the City Region’s position as both a major centre for process and manufacturing and home to one of the UK’s major ports, but also includes a particularly significant increase in products either mined or quarried from 48km to 152km.

In 2016, 25% of Tees Valley’s lorry miles were ‘empty’, i.e. for 25 miles in every 100 miles travelled. This figure has been steadily decreasing having peaked at 34% five years ago and is significantly below the GB figure which has increased to just over 30.

Of an estimated total of 28 million tonnes, the greatest tonnages by road, either into or out of the Tees Valley, in 2016 were:

 Waste 4.9 million tonnes  Metal products 3.3 million tonnes  Food, drink and tobacco 3.1 million tonnes  Coke and Petroleum 2.7 million tonnes  Chemicals 2.9 million tonnes

Tees Valley Freight Implementation Plan 2020 7 2016 Tonnes Lifted by Commodity Agriculture, forestry, raw materials Food products, 9% includ. beverages Other products and tobacco 36% 11%

Textile, leather and wood products 3%

Machinery and Metal, mineral equipment, and chemical consumer products durables 37% 4%

In terms goods moved (tonnes lifted multiplied by kilometres), there have been significant increases for the Tees Valley in the movement of food, drink and tobacco products, coke / petroleum and waste in the last ten years. At the same time there has been a slight decline in chemicals and a more significant reduction in free-flowing dry bulk loads such as coal, finished steel or its ingredients, grain, sand, gravel, or similar materials.

The following chart illustrates the destination and origin of goods moved by HGV to and from the Tees Valley in 2016, highlighting the importance of road connections to other areas of the UK for the freight and logistics sector.

WEST SCOTLAND MIDLANDS 4% EAST 3% MIDLANDS 4%

YORKS & HUMBER 18% TEES VALLEY 50%

NORTH WEST Rest of NORTH 7% EAST 14%

Tees Valley HGV Traffic Origin and Destination (Tonnes Lifted), 2016 (Source: DfT)

8 Tees Valley Freight Implementation Plan 2020

Key sites generating road freight within the Tees Valley are:

 The Teesport Estate – there are over 2,000 HGV movements a day on average generated by activities at the Teesport estate. In addition to PD Ports’ operations, a number of other major companies are based on the estate that also generate significant levels of road traffic, e.g. Tesco, Asda, Northumbrian Water;

 Port facilities at Hartlepool and both banks of the River Tees – although some facilities are rail-connected, the majority rely on road links for the transport of a diverse range of commodities including aggregates, grain, scrap, chemicals, steel, biomass, waste, petroleum products, retail goods and food.

 Wilton Complex – this is a major centre for the process and energy sectors and generates significant daily movements of biomass, chemicals, biofuel and solid fuel;

 Seal Sands / Port Clarence – also a major centre for the energy and process sector and a major source of tanker traffic on the local road network;

 Billingham / Haverton Hill – generates a significant number of road movements relating to manufacturing, aggregates, waste, fertiliser production and shipping;

 British Steel at Lackenby and Skinningrove - as a major supplier of constructional and specialist steel products, these two sites generate significant daily movements;

Tees Valley Freight Implementation Plan 2020 9  Major industrial estates – the Tees Valley has a significant manufacturing base and we have a number of business parks and industrial estates across the five boroughs, largely located close to key route network. Additionally, there are significant road volumes driven by activities at Newton Aycliffe in Durham, particularly along the A66 to and from Teesport.

The main strategic routes for road freight traffic are summarised in Table 1:

Table 1: Main Strategic Routes for Road Freight Traffic

Route Description

A66 Main east – west corridor for traffic connecting with the A19 arriving from the North or heading North out of the Tees Valley. It transverses four of the five boroughs from Redcar & Cleveland in the East to Darlington in the West. It is a significant access route for the Wilton complex, the Teesport estate, wharves and terminals on the south bank of the Tees and a concentration of freight-related operations eastwards along the A66 corridor. It also connects the Port and industrial Teesside with major manufacturing and warehousing developments around the north of Darlington area and provides a direct connection with the A1 for southbound routes and the main trans-Pennine A66 route between the A1 and M6. Northbound vehicles cannot access the A1(M) from the interchange south west of Darlington.

A68 Primary access road between the Faverdale development at Darlington and the A1(M)

A174 Main east – west corridor for HGVs between Redcar and East Cleveland and the A19, particularly for freight originating from the South or heading South

A19 Main north – south route within the Tees Valley, intersecting with the A66 at the A19 viaduct, the primary road crossing over the River Tees. Provides a connection to the A1(M) south of the Tees Valley via the A168.

A1085 The Redcar Trunk Road connects Redcar to the A66. Serves the British Steel mills at Lackenby, Redcar Bulk Terminal, the north side of the Wilton complex and other freight-related operations along the Redcar Trunk Road.

A1053 Runs alongside the western edge of the Wilton complex and connects the A66 and A1085 to the A174 primarily for southbound HGV traffic or lorries originating from the South. An important link serving Redcar Bulk Terminal, Teesport Estate, British Steel at Lackenby and the Wilton complex.

A1046 This road runs east –west, almost parallel along the north bank of the River Tees, connecting the major centres of industry in Billingham, Haverton Hill, Port Clarence and Seal Sands that have a long historical association with the petrochemical industry

A689 The A689 is the primary east – west dual carriageway north of the River Tees, traversing the boroughs of Stockton and Hartlepool. Beyond the Tees Valley boundary, it provides a direct link with the A1.

A178 This runs north – south along the western boundary of major petrochemical complexes and waste facilities at Port Clarence and Sea Sands. It provides the main means of access for these facilities together with the A1185

A1185 The Seal Sands Link Road provides an east – west link for the petrochemical complexes at Seal Sands and Port Clarence, connecting the A178 with the A689 while avoiding major centres of population in Billingham and Hartlepool.

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The Tees Valley does not have the levels of urban centre congestion seen in other areas, but does have significant pinch points of congestion across these key freight routes which affect network efficiency. The top five busiest HGV routes across the Tees Valley are set out in Table 2.

Table 2: Busiest HGV Routes in Tees Valley Route Section Average No. of % of HGVs Vehicles per day

HGVs All Veh

A19 Tees Viaduct 7,439 107,585 7%

A66 East of A19/A66 4,705 87,431 5%

A19 South of A174 4,362 30,270 14%

A19 North of A689 4,088 50,395 8%

A66 West of Cargo Fleet Lane 3,570 47,261 8% Roundabout

The two busiest sections of the Tees Valley road network for HGVs and other vehicles are the A19 Tees Viaduct and the A66 east of the Tees Viaduct. HGVs on routes between the Teesport and Wilton area and the A19/A689 interchange are currently experiencing between 30 and 40 seconds of delay for every kilometre travelled in the morning and evening peaks.

However, the HGV accident rate in the five Tees Valley Local Authorities is lower than the average for the rest of the North East and Great Britain.

Rail

The movement of freight by rail in the Tees Valley area goes back almost 200 years when coal was first transported to a wharf on the River Tees by the Stockton and Darlington railway. The Tees Valley is still a major hub for the movement of rail freight and we retain a

Tees Valley Freight Implementation Plan 2020 11 number of rail-connected freight facilities operating at Middlesbrough, South Bank, Teesport, Redcar, Lackenby Wilton, Boulby Mine, Skinningrove, Port Clarence and Hartlepool (Hartlepool 20" Pipe Mill and the Power Station). These are supported by large marshalling yards at Thornaby (Tees Yard) and Middlesbrough.

Our local rail freight infrastructure has largely developed on the basis of major flows of dry and liquid bulks to and from private sidings or port facilities, relating to the area’s position as a major centre for petrochemicals, steel-making and power generation. We also have a long history as a major centre for intermodal traffic which involves the transportation of freight in a shipping container via multiple modes of transportation (rail, ship, and HGV), without any handling of the freight itself when changing modes.

The Tees is the only port in the North of England with existing daily intermodal rail services operating directly from quayside facilities. The Tees Valley has two intermodal facilities which have deep-sea berths and are rail-connected: PD Ports container handling operation at Teesport and A V Dawson’s Tees Riverside Intermodal Park close to Middlesbrough town centre. Both facilities have the capacity to handle intermodal trains up to 692m in length. Although this is short of the 775m benchmark now aspired to, it still exceeds the average length of intermodal trains currently on the network.

There is no longer an intermodal handling facility at Wilton as Freightliner relocated its operation to Teesport in 2014, but other operators have invested heavily in improving container-handling facilities. PD Ports invested £3 million in 2014 in its existing sidings to

12 Tees Valley Freight Implementation Plan 2020 create a new intermodal rail terminal adjacent to quayside container handling operations at their Teesport facility. Daily rail services for shipping containers currently connect Teesport with Doncaster iPort, Daventry, Felixstowe and Scotland.

A V Dawson operates 10km of working sidings at its rail-connected deep-water terminal on the River Tees where it handles steel, dry bulks, containers and general cargo. In 2015, AV Dawson opened a £2.6 million intermodal rail terminal, the Tees Riverside Intermodal Park. The company also operates the adjacent Ayrton International Railhead which includes rail- connected warehousing and Middlesbrough Good Yard. Cobra Railfreight also handles dry bulks on this site.

There are two other major deep-water facilities on the River Tees that are handing dry bulk products by rail regularly:

 Redcar Bulk Terminal – this is the deepest port facility on the East Coast of England and is part of a rail-connected site that covers in excess of 125 hectares and is immediately adjacent to the ex-SSI steel-making site which covers a further 800 acres. Prior to the demise of SSI, the terminal was handling about 90 trains each week. Although this has reduced by about 90%, and the terminal has historically been used for dry bulk imports, the facility is well-positioned to diversify into new trades. The terminal has already been identified as the point of export for coal from the West Cumbria Mine which, if all permissions are granted, will generate two full trains a day.

 ICL UK Bulk Terminal - handles both imports, but mainly exports of salt and fertiliser mined 20 miles down the coast at the ICL UK Boulby Potash Mine. Both facilities have railheads and five trains a day transfer mined product to the export terminal. A further three trains each day take product to the Cobra Railfreight site in Middlesbrough.

Tees Valley Freight Implementation Plan 2020 13 In terms of liquid bulk handling, until recently Navigator Terminals handled weekly movements of petroleum product at its Port Clarence terminal for Greenergy. The railhead is adjacent to Navigator’s riverside terminal at Seal Sands where they also handle imported product by ship.

Other active rail facilities are based at the various steel mills at Hartlepool, Lackenby (Redcar) and Skinningrove. Although steel-making has now disappeared, Tees Valley is still a major centre for steel-rolling and finishing, and trains are used to bring in unfinished steel for rolling as well as outbound finished product.

The volume of freight on individual rail lines varies and there is considerably more freight traffic generated by terminals south of the River Tees competing for capacity with passenger services between Darlington and Middlesbrough. The line between Stockton and Hartlepool, the first section of the Durham Coast Line to Newcastle, via Sunderland, has less freight. Much of the freight travelling over this section of the network is either coal from Tyne Dock to power stations south of the Tees Valley or biomass originating.

Sea

Tees Valley is home to two tidal, deep-water ports – Tees and Hartlepool. PD Teesport Limited is the statutory harbour authority for both ports.

The facilities at Tees and Hartlepool provide a significant role in international trade and in 2014, these facilities were ranked seventh in terms of estimated value of goods passing through (see Table 3).

Table 3: UK international trade by estimated value through the major ports, 2014 Rank Port Value (£'000s) 1 Felixstowe 74,526,911 2 Southampton 71,370,110 3 Dover 69,495,287 4 Grimsby & Immingham 61,889,947 5 London 53,475,195 6 Liverpool 36,452,763 7 Tees & Hartlepool 17,023,085 8 Forth 15,993,659 9 Milford Haven 14,440,368 10 Hull 11,943,205 Source: MDS Transmodal

In total, there are over eighty operational berths, the deepest of which near to the mouth of the River Tees offer a minimum depth of over 16m. These berths are operated by almost thirty different companies and are almost equally split between the north and south of the River.

There are approximately 10 miles of operational river which includes the deepest facilities on the East Coast, and lock-free berthing. This gives the Tees a competitive edge as it has fewer limitations on maximum vessel size than most other UK ports.

14 Tees Valley Freight Implementation Plan 2020

Tees and Hartlepool serve a global market in terms of imports and exports of raw materials and finished products whether presented as liquid bulk, dry bulk or general cargo. Of the ships that visit Tees and Hartlepool, none are passenger ships and most do not operate on the basis of a scheduled timetable, but rather are chartered to move particular cargoes on either a single voyage basis or over a set period of time usually for a single customer.

In 2015, Tees and Hartlepool handled 7% of all cargo tonnes through UK ports. The Port has consistently been in the DfT’s UK top ten ports in terms of cargo tonnes since the 1970s, following significant growth in the City Region’s petrochemical industry at that time on the back of major investment in land reclamation, capital dredging and major new terminals.

Much of the volume today is still handled by large, specialist terminals and driven by the needs of local industry with crude oil, other liquid bulks and dry bulk products dominating tonnages. Freight ferries and container vessels carrying unitised cargo are the only ships using Tees and Hartlepool that operate as common carriers on the basis of a published timetable.

Tees Valley Freight Implementation Plan 2020 15

Nationally, 63% of cargo through UK ports is inward. Tees and Hartlepool, however, is an “export” port, whose higher outward tonnages largely reflect the trading activities and diversity of major local shippers. This is in contrast to a port such as Felixstowe, which primarily handles container imports fuelled by UK consumer demand rather than local manufacturing industry.

All liquid bulk traffic is handled via facilities on the River Tees. The reduction in North Sea crude oil drilling has driven down liquid bulk throughput on the Tees, but still accounts for over half of the liquid bulk handled through the Teesport. The majority of the Port’s dry bulk volume is also handled by major terminals on the River Tees, the largest of which in terms of size and throughput is the Redcar Bulk Terminal. The proposed export facility for York Potash will be just upstream of the Redcar Bulk Terminal.

Currently containers and other unit load traffic are carried on short-sea roll-on / roll-off ferries and container feeder vessels:

 Short Sea Ferries – PD Ports’ Teesport facility has well-established freight-ferry links to the Continent with daily roll-on / roll-off (ro-ro) services for wheeled cargo currently operated by P&O Ferries for unaccompanied and accompanied freight units to Rotterdam and Zeebrugge. Shipper demand has been particularly strong on the Zeebrugge service which now operates six sailings a week and carries 100,000 units

16 Tees Valley Freight Implementation Plan 2020

a year, i.e. an average of 300 units loaded and discharged on each call. An additional ship was added to the Zeebrugge service in January 2015 and the company doubled capacity at their Zeebrugge terminal and improved rail connections into Central and Eastern Europe. Following the withdrawal of the DFDS service between Rosyth and Zeebrugge in May 2018, P&O Ferries announced a further 25% uplift in capacity on its Zeebrugge-Teesport route from June 2018 in order to create a “gateway to Scotland”. The Rotterdam ferry currently operates three days a week from Teesport. Although these are roll-on / roll-off services for wheeled cargo, they take a high proportion of containers as well as lorries and unaccompanied trailers.

 Container Ships –Teesport has been handling container shipping services since the late 1960s when Bell Line established their lift-on / lift-off (lo-lo) riverside terminal. Now known as Teesport Container Terminal, and operated by PD Ports, the terminal has been augmented in recent years by a second adjacent facility within Tees Dock and an intermodal rail terminal linking the two. Scheduled container services are currently operated by Containerships UK Ltd, Unifeeder, MSC, MacAndrews CMA- CGM, BG Freightline, Seago Line and Feederlink, connecting Teesport directly with other UK deep-sea ports and major ports on the Continent and in the Baltic / Scandinavian region. As yet, Teesport does not offer any direct scheduled services beyond Europe and the Baltic but the feeder links with other ports provide an extensive trans-shipment network to provide links to onward deep-sea services and much of Teesport’s container growth is being fuelled by the deep-sea market.

Much of the growth in unit load traffic has been driven by the presence of major on-site distribution centres for Tesco and Asda and other major retailers within the Port’s wider hinterland who receive containerised imports from across the globe. The increased handling of these deep-sea boxes has underpinned a rate of growth that has surpassed other East Coast ports.

A number of wharves handle a mix of cargoes or operate engineering and support services to the offshore and marine sectors. The ports of Tees and Hartlepool have a history of shipbuilding, repair and offshore fabrication which has left an impressive legacy of specialist facilities. This includes deep water berths, several purpose-built fabrication halls, large areas of open storage, heavy load-out quays, heavy lift cranage and blasting and painting facilities.

Pipeline

Tees Valley Freight Implementation Plan 2020 17 The Tees Valley is a globally renowned centre for the process industry with a number of companies clustered north and south of the River Tees and connected by a pipeline network, totalling 53km, which traverses the river and moves bulk liquids and gases between different sites across the Tees Valley and beyond.

Within the Tees Valley, the key sites connected by pipeline are:

 South Tees – Wilton Complex, British Steel, Teesport; and

 North Tees – Billingham, Haverton Hill, Port Clarence, Seal Sands, Greatham.

Although Sembcorp owns around 95% of the connecting pipeline corridors, the pipelines are owned and operated by individual companies who are integrated into specialist clusters relating to the process sector.

By 1994, the volume of domestic freight tonnage moved around Great Britain by pipeline had surpassed that carried by water (coastal or one-port shipping and waterway) or rail. By 2012 (the final year that the DfT published pipeline data) 7% of all domestic freight tonnage was transported by pipeline. The total tonnage in 2012, however, was the same as in 1997.

Although published data is not available for the Tees Valley pipeline network, in 2015, the port facilities on the River Tees handled 22 million tonnes of liquid bulk by ship. This provides some indication of the minimum amount that is handled by pipeline in our area.

Given that demand is largely generated by crude oil and refined petroleum products, it is unlikely that pipeline freight will grow in the short term. Longer term, a major project around Carbon Capture and Storage for the Tees Valley’s major industrial producers of carbon could present greater opportunities for trading carbon dioxide as a commodity and, therefore, see growth in this sector.

Air

Durham Tees Valley Airport (DTVA) was recently taken back into public ownership by Tees Valley Combined Authority and renamed Teesside International Airport (TIA). This is a significant asset for the Tees Valley and its wider catchment area. It is located close to major freight facilities such as Teesport and has direct frontage to the A67 and the Bishop Auckland to Saltburn rail line.

The main runway is 2,291m long with an apron that can accommodate up to eight main stands for aircraft up to a wingspan of up to 51.99 m (for example, a Boeing 767).

A decade ago, both Newcastle Airport and DTVA handled 785 and 786 tonnes of air freight respectively. Since then, Newcastle has grown its passenger services, including long haul, and in 2015 had a throughput of 3,717 tonnes largely driven by the addition of Emirates flights. As DTVA, the airport stopped handling any significant air freight in 2015 and local freight forwarders currently route most cargo through Newcastle, Manchester and Heathrow. In some cases, cargo is taken north by road transport up to Newcastle Airport, consolidated with other cargo and then brought south again by road en-route to Heathrow.

The airport continues to handle small amounts of import freight on ad hoc chartered freighters and maintains a relationship with the Ukrainian airfreight specialist, Antononov, handling an Antonov 124 aircraft approximately twice a month, delivering items such as replacement time-critical machinery for local manufacturers.

A 3rd runway at Heathrow has the potential to expand Heathrow’s role as a major hub for regional connections but for TIA to grow freight volume, it would need to attract more

18 Tees Valley Freight Implementation Plan 2020 dedicated air freighter business and / or long haul services. This will require some development of the customer base through investment in appropriate facilities and a cost structure that is attractive for both passengers and freight in what is a very challenging market.

TIA would need calls from long-haul, wide-bodied planes to compete with other airports but there is potentially a particular opportunity for calls by freighters as a more niche activity owing to fewer airports having the ability to handle freighters and the presence of heavy industry, energy sector and high-end manufacturing in our area. There is also occasional need from local shippers for using small commercial charters for super-urgent shipments. Although previous demand from the offshore sector has shrunk, this is still seen a potential area for capturing business.

Direct rail access for freight, in addition to the existing road and air access, could create a powerful multi-modal interchange capability at the site. This offers the potential for not only warehousing and distribution facilities, but also processing and consolidation businesses that tend to cluster around interchanges. A combination of such facilities would have the potential to create a logistics and aerospace cluster of regional significance.

Summary of Issues

Currently the Tees Valley is not perceived as a logistics region and is competing against high levels of infrastructure investment elsewhere. A number of issues have been identified that are placing constraints on the freight and logistics sector in the City Region. These include:

 Road transport is making a significant contribution to emissions in our area and, given the impact it has on health, it is something that needs to be monitored and addressed to ensure emission levels are reduced.

 Carbon is also an important issue with freight movements contributing significantly towards global warming. The UK is obligated to reduce national greenhouse gas emissions by 80% relative to 1990 by 2050. The Tees Valley area needs to explore ways in which we can reduce the environmental impact of freight through adoption of modal shift and cleaner technologies

 Congestion and pinch points on key HGV routes, e.g Tees A19 Flyover and approaches

 Gauge clearance restricting the use of the rail line to the port facilities on the river Tees by larger freight trains.

 Rail freight traffic generated by terminals south of the River Tees competing for capacity with passenger services between Darlington and Middlesbrough.

 Under-utilisation of Thornaby Marshalling Yard and the site of the old Traction Maintenance Depot.

 Lack of capacity on trans-Pennine rail routes as well as gradient and gauge restrictions.

 Teesside International Airport does not offer long-haul services and no longer has any freight handling equipment or the necessary facilities to accommodate exports or non-EU imports.

Tees Valley Freight Implementation Plan 2020 19 Other Challenges

 The uncertainties of Brexit

 Loss of steel-making and its supply chain

 Adaptation to new markets, emerging technologies and changing models of distribution (including e-commerce and automation)

 Perceived peripherality for accessing the majority of the UK’s consumer market compared to the Midlands ‘Golden Triangle’

 The ad-hoc marginal nature of competing in the freight sector

 Ensuring that full use is made of key assets such as the extensive pipeline network and deep-water

 The ability of key junctions on the A66 to handle growing HGV traffic

 Lack of suitable HGV driver rest facilities

 Development of logistics skills base to address recruitment and skills issues

 Limitations on government funding assistance for logistics operations

 Development of an under-utilised land-bank

 Lower level of transport infrastructure investment as compared to other regions

20 Tees Valley Freight Implementation Plan 2020

4. Aspirations for Tees Valley Freight Network

The overarching aspiration for the Tees Valley freight network is to make it easier and safer to transport freight by road, rail, sea, pipeline and air. This is particularly important at this current time due to the decline in the tonnages of goods in more traditional sectors within Tees Valley as a result of more widespread changes in the industrial sectors of the UK. There is now a significant opportunity for freight operators to look towards new growth areas and capture freight volumes from elsewhere.

Therefore, through the implementation of this Freight Implementation Plan, we are looking to:  Facilitate the development of the Tees Valley’s freight “offer” to support economic investment and prosperity not only for the Tees Valley but across the Northern Powerhouse;  Support the continued growth of the Tees Valley as a key hub for the international movement of goods through improved global connectivity;  Align our strategy to that of TfN and to increase the proportion of goods by-passing the road network of the South and the Midlands in favour of a more direct, cost- effective shipment through northern ports and rail terminals;  Ensure our transport networks maintain appropriate capacity and resilience, including the improvement of our main roads and links to the UK rail network;  Reduce the environmental and social costs of freight: noise, congestion, air pollution, accidents and carbon emissions; and  Enable the freight and logistics industry to respond effectively to external changes that will affect the way it operates, in particular the impact of innovation and technology including the ramifications of advancements in information and communications technologies and automation.

Key Opportunities

• The development of the 4,500-acre South Tees Development Corporation site • Potential to explore benefits of Freeport status post-Brexit • Well-placed to benefit from the development of rail freight links between China and the Baltic ports where there is onward shipment to the UK • Teesside Carbon Capture project will attract new investment • Tees Valley is well-placed to be a major centre for the development of new hydrogen-based technology • Ongoing investment and growth in container traffic at the port • Changing models of distribution for fast-moving consumer goods driven by the growth of e-commerce • Faster transit times to / from the rest of the UK through road and rail investment

In order to achieve our aspirations, a wide variety of interventions have been identified that together will achieve the desired outcomes within the specific context of the Tees Valley. These are set out in the following section.

Tees Valley Freight Implementation Plan 2020 21 5. Interventions

The strategy incorporates a balanced package of interventions which seeks to encourage the industry to change and develop in a way which is competitive and sustainable. The package seeks to increase the economic efficiency of the freight and logistics sector in support of the economic growth ambitions for the Tees Valley, whilst at the same time reducing any negative consequences of industry activities on the environment and local communities.

Infrastructure

There is a need to drive growth of freight traffic through Tees Valley by improving connectivity and enabling operators to offer more cost-effective services. Part of this will require investment in the transport network to ensure it has the appropriate capacity and resilience. Therefore, there is a need to:

 Improve our main roads so freight can be moved quickly and safely. This means addressing specific problems on the major and local road networks to provide a transport network that is fit for purpose for freight.

 Improve our links to the UK rail network so bigger trains can move more freight. This means addressing specific problems such as gauge clearance, train scheduling and train paths.

Specific interventions include improvements to the A66 corridor between the A1(M) and Teesport and the provision of a New Tees Crossing to relieve pressure on the A19 which are described as key priorities within the Roads Strategy.

It also includes the W12 gauge clearance of the Northallerton to Eaglescliffe rail line so it can be used by bigger freight trains as outlined within the Rail Strategy.

However, there are also additional infrastructure interventions required to specifically support road and rail freight including:

 Addressing specific HGV access issues at key junctions such as Teesport Roundabout, Cargo Fleet Roundabout and Greystones Roundabout. Potentially also addressing some ‘tight' right-turns on the A66.

 Support private sector organisations in addressing infrastructure issues so the network as a whole remains resilient and effective.

 Develop initiatives for the intelligent use of road space, optimised signalling and automation, with a particular focus on the Key Road Network outlined within the Roads Strategy. This will include exploring new technologies and funding options for pilots and full implementation.

 Potentially remodelling rail yard capability to optimise the layout and increase efficiency of operations.

 Work with partner organisations to promote and encourage the trans-Pennine road and rail route upgrades to facilitate a greater degree of capacity and resilience.

 Ensure that improvements made to the rail network to improve passenger services properly consider the effect on freight services and do not have a detrimental impact.

22 Tees Valley Freight Implementation Plan 2020

Land Use and Economic Policy

There are also a number of land use planning considerations that partners will seek to implement across the Tees Valley in support of the development of the Tees Valley’s ‘Freight Offer’. These include the following:

 Challenge perceptions that the Tees Valley is not a logistics region through effective engagement and lobbying activities. In doing so we will seek to promote a logistics- friendly business environment to stimulate private sector investment.

 Ensure that freight is integrated into land-use planning and simplify and streamline decision making processes such as in the Enterprise Zones.

 Preserve rail network access where the case for retention can be made, as well as other initiatives that can be pursued via the planning process to enable modal shift of freight from road to other modes. This will include TVCA and local authority partners ensuring that suitable facilities are available to enable the transfer of freight to rail or water through the protection of existing sites and the provision of new sites. In pursuit of this we will produce an agreed map showing existing and potential strategic rail freight sites.

 Identify and protect key sites for freight-related development, recognising the synergies between assets, e.g. a deep-water port on the East coast, and particular types of industry which rely on imports and/or exports where freight can be a significant cost.

 Ensure rail’s potential is considered alongside road when new developments are being considered with an impact on freight flows.

 Support the creation of suitable lorry parking and driver rest facilities in accordance with local and wider needs.

 Assess the requirement for implementing “Operation Stack” style procedures within the Tees Valley, including identifying a suitable area to park and hold HGVs so as to limit the impact of any disruption and delay at the port on the Tees Valley highway network.

Environmental Considerations

Due to the environmental impacts the movement of freight can have in terms of air quality, noise, carbon emissions and other factors, it is important that measures to tackle or mitigate these impacts are included within this freight strategy. As such, we will:

 Identify and implement opportunities to encourage accelerated uptake of low emissions vehicles and operational practices.

 Address the requirement for alternative fuels infrastructure as part of wider development planning policies.

 Encourage the transfer of large bulk movements of freight by road to rail and lighter freight movements to electric vans and cargo bikes.

 Ensure that freight-related operations on the Tees Estuary continue to co-exist with local nature

Tees Valley Freight Implementation Plan 2020 23  Undertake further work around developing a strategy for ‘greening’ freight.

Working with Partners

Given the nature of the freight and logistics sector it is very important that all of the interventions identified above are taken forward by engaging and working with partners within the sector and the wider transport industry, including those that look after the network assets.

By working with partners, the needs of freight operators and users can be properly articulated and understood so that we, our local authority partners and other network providers/operators such as Highways England and Network Rail can address these through our investment plans going forwards.

We will therefore develop a working framework for collaboration between the public and private sector building on the work done to date with our neighbouring authorities in the North East and North Yorkshire and Transport for the North.

Since 2015, TVCA has been In 2017 and 2019, TVCA and the working closely with Transport for North East and North of Tyne the North and other city regions Combined Authorities jointly to develop a pan-Northern hosted regional sea freight transport strategy that recognises events for North East shippers. the critical role of freight as an economic enabler.

TVCA meets regularly with the TVCA works closely with the Department for Transport, North East Combined Authority, Highways England and Network North of Tyne Combined Rail to ensure that the Tees Authority, North Yorkshire County

Valley’s role as a key logistics Council and Cumbria County hub is recognised and not Council to develop a shared

constrained. vision for rail services.

In 2020, TVCA will hold a rail freight workshop for operators

and stakeholders to develop a greater understanding of the

Tees Valley’s opportunities and challenges.

24 Tees Valley Freight Implementation Plan 2020

6. Action Plan

What? How? Action Description Outcomes Milestones Timescal Lead e ALL MODES 1) Ensure the local As an enabling sector, the freight and logistics industry 1) 25,000 new jobs Adoption of a 2020 TVCA freight sector has can help to attract investment in the Tees Valley and 2) 23,000 new homes Freight Strategy the capacity and support transformational growth locally and across the for the Tees 3) £1 billion increase in capability to north of England. The sector has a key role in supporting Valley GVA support economic the expansion of our primary capabilities, for example the growth ambitions. Process Sector and Advanced Manufacturing, as outlined Adoption of a 2019 TVCA Sector Action in the Northern Powerhouse Independent Economic Plan for Review. TVCA will support the sector where possible with Logistics targeted interventions where challenges and opportunities arise. Completion of 2019 TfN TfN Strategic Corridor Studies 2) Ensure the Tees Ensure that key partners, e.g. Department for Transport, 1) Appropriate Adoption of a 2020 TVCA Valley is National Infrastructure Commission, Transport for the investment Freight Strategy recognised as a North, Highways England, Network Rail and potential 2) Improved connectivity for the Tees strategic UK investors, are fully apprised of Tees Valley’s key freight Valley 3) Increased sector logistics hub assets, major challenges and opportunities and these are growth in jobs and CP6 2019 to Network recognised in key strategies including: GVA 2024 Rail  Network Rail’s Continuous Strategic Modular Planning Process; Road 2020 - Highways Investment 2025 England  Network Rail’s Control Period Investment Programme; Strategy II and,  Highways England Road Investment Strategy. 3) Promote the Work with the sector and key partners to promote the 1) Increased logistics Tees Valley Annual TVCA Tees Valley’s offer area’s logistics offer for UK domestic distribution and footprint in terms of Pavilion at the to manufacturers, international trade, focusing on the availability of land and investment, number NEC Multimodal shippers and the excellent access for freight movements by road, rail, sea, of enterprises, exhibition air and pipeline.

What? How? Action Description Outcomes Milestones Timescal Lead e wider logistics employees and Production of a 2020 TVCA sector square footage Logistics 2) Improved GVA Handbook 3) Tonnage growth across all modes 4) Map the Tees Adopt a multimodal approach to freight challenges and 1) A better defined Develop a 2020 TVCA Valley’s Strategic opportunities by identifying key freight assets and freight asset to inform directory of key Freight Network. interdependencies and developing a database of key investment decisions freight assets players within the sector. 2) A platform for a more integrated approach to working with the sector. 5) Contribute to a Work with TfN and Combined Authorities in securing 1) Benefits that are Completion of 2020 TfN shared freight transformation economic growth by addressing pan- aligned across TfN Corridor vision and agenda Northern challenges and opportunities in collaboration. sectors and Studies for the North. geographical areas. 2) Transformational growth for the North 6) Develop the Work with public sector partners and the private sector to 1) New investment Produce a map 2020 TVCA identify sites that could accommodate the development of logistics estate to 2) Increased sector of priority sites ‘shovel ready’ sites, high bay warehousing and multimodal accommodate growth in jobs and distribution activities along key freight corridors emerging GVA distribution Updated Sites 2020 TVCA opportunities. and premises study

7) Support SMEs Support SMEs to adapt to new freight markets, emerging 1) Improved productivity Ongoing 2020 TVCA technologies and changing models of distribution to take advantage 2) Jobs growth engagement as of funding and (including e-commerce and automation). opportunities 3) Increased GVA development arise opportunities.

What? How? Action Description Outcomes Milestones Timescal Lead e RAIL 8) Rail Gauge- Work with Network Rail to deliver infrastructure 1) Better loaded trains Completion of Dec 2019 Network Cleared routes to improvements which will provide diversionary routes and 2) Reduction in rail miles GRIP 3 Rail W12 standard enable larger shipping containers (height and width) to be 3) Greater capacity for between moved to and from the port and other facilities on standard Further 2020 Network passenger expansion Eaglescliffe and rail wagons without the need to route through Darlington development of Rail / on ECML Northallerton. Station scheme TVCA 4) Greater service business case

resilience 5) Environmental Completion of 2023 Network benefits of reduced infrastructure Rail mileage improvements

9) Ongoing Work with Network Rail to ensure key junctions are not a 1) Sufficient capacity for Annual Review Ongoing Network monitoring of constraint on rail freight growth. freight growth in the Rail / capacity at critical Middlesbrough and TVCA rail junctions. South Tees area 2) Enhanced capacity on the ECML by enabling

Stillington Branch and the Durham Coast lines to carry more.

10) Ongoing Freight trains accessing facilities on the Teesport estate 1) Maintain capacity Annual Review Ongoing TVCA monitoring of from the east, e.g. Boulby Mine, currently have to access for trains undertake a reversal on the Darlington- Saltburn line arriving at Teesport (DSN2). This manoeuvre occurs several times each day from the east. taking 20 minutes each time. We need to ensure that this

What? How? Action Description Outcomes Milestones Timescal Lead e does not become an issue for line capacity if traffic increases. 11) Develop joint Work with Network Rail, TfN and other Combined 1) Enhanced Completion of 2020 TfN approaches to Authorities/ LEPs to secure more path availability and connectivity to other TfN Corridor increase capacity gauge clearance to W12 on key freight corridors regions Studies and gauge connecting the Tees Valley economy to other parts of the 2) Access to new clearance along UK. commodity flows other key routes 3) Greater service resilience 12) Support Work with Network Rail, TfN, Combined Authorities, freight 1) Better use of line Completion of 2020 Network schemes to train operators and terminals to develop the rail capacity TfN Corridor Rail / infrastructure and rolling stock to: increase train 2) Increased train Studies TfN  operate freight services at least 60mph; speeds, length and productivity weight capability  accommodate a 775m baseline length for 3) Reduced emissions on key freight intermodal trains (and 600m for other and carbon footprint between the Tees commodities); and, Valley and other  enable heavier wagons to be carried by adopting 4) Customer service parts of the UK. Route Availability 10 as the desired standard improvements 13) Reduce the Explore the potential for alternative traction, particularly 1) Improved air quality Tees Valley 2020 - TVCA hydrogen, using cleaner fuel technology on rail use of diesel 2) Reduced noise levels. Hydrogen 2023 powered traction. infrastructure within local freight yards and terminals. project development

14) Monitor freight Undertake regular sampling of rail freight movements and 4) Addresses a current Production of Minimum TVCA traffic on local rail provide ongoing analysis based on tonnages, units, gap in freight data data on local of twice network. frequency and commodities. 5) Supports strategic freight pa

planning and funding movements

What? How? Action Description Outcomes Milestones Timescal Lead e 6) Potential to highlight market synergies 15) Establish a Identify key stakeholders who have an interest in working 1) Potential efficiency Initial Tees 2020 TVCA local rail freight collaboratively to support the development of the Tees savings for Valley Rail forum. Valley’s rail freight offer including improved infrastructure businesses Freight and services that will increase the amount of freight 2) Investment and jobs Workshop to carried by rail. growth establish interest 5) Better use of line capacity At least one From TVCA 6) Increased train meeting pa 2020 productivity 7) Reduced emissions and carbon footprint 16) Safeguard rail Map current rail freight assets and work with Network Rail, 1) Tees Valley does not Network Rail Ongoing TVCA freight Freight Operating Companies and companies with rail- lose strategic rail consultations infrastructure connected facilities to ensure: freight assets and assets within the 1) TVCA and stakeholders are fully consulted where capacity Tees Valley Network Rail is selling or leasing rail assets or 2) Tees Valley is withdrawing rail assets from the operational network; investment-ready for 2) Rail facilities remain viable; rail-related opportunities 3) Future jobs growth

What? How? Action Description Outcomes Milestones Timescal Lead e 3) Tees Valley is well-placed to capture future rail-related Local Station 2019 – TVCA investment opportunities including rail manufacturing Masterplans, 2024 supply chain; e.g. Darlington 4) Connections to, and within, the South Tees site are & protected as land is transferred and new business Middlesbrough opportunities developed; and 5) Ensure that existing and future freight needs are considered as part of any plans to expand passenger rail services or remodel the rail estate for passenger expansion.

ROAD 17) Deliver a new Completion of the Outline Business Case for a new Tees 1) More efficient Outline October TVCA A19 Crossing of Crossing in order to secure funding for this new piece of utilisation of HGVs Business Case 2019 the Tees infrastructure and agreeing a delivery strategy with DfT and vans submitted

and Highways England 2) Reduced costs Agree delivery 2020/21 TVCA 3) Greater journey strategy resilience 4) Improved logistics offer to business 5) Better access to key freight sites on the north bank of the Tees 6) Carbon reduction and reduced emissions

18) Secure Engage with Highways England and key stakeholders at 1) More efficient Engagement 2017 – 19 Highways appropriate each stage of consultation and planning to ensure that the utilisation of vehicles and Options England improvements for Consultation

What? How? Action Description Outcomes Milestones Timescal Lead e freight on the A66 current and future needs of HGV traffic are fully 2) Reduced costs Development 2021 – 23 Highways trans-Pennine. understood and addressed. 3) Greater journey Control Planning England resilience with more and Final predictable journey Decision times Delivery 2028 Highways 4) Improved logistics England offer to business 5) Carbon reduction and reduced emissions 19) Develop a Continue to develop the business case for funding a new 1) Improved air quality Proposition to Decembe TVCA / business case for a route that offers improved access to Newton Aycliffe’s 2) Reduced noise levels DfT r 2017 D’ton BC new northern link manufacturing sites and the northbound A1(M) and 3) Enhanced economic road at Darlington removes HGVs from residential areas. Enhanced Autumn TVCA / connectivity between Strategic Outline 2019 D’ton BC Tees Valley and Business Case Durham prepared 4) Greater journey resilience Initial National Autumn TVCA / Roads Fund 2019 D’ton BC allocations finalised 20) Improve HGV Work with key stakeholders and partners to identify 1) Improved health and Appraisal of 2020 TVCA driver facilities on potential sites and funding sources for the provision of wellbeing for HGV current facilities key freight routes. HGV driver facilities. Work with Highways England and drivers and HGV local authority partners to embed consideration of HGV 2) Greater driver parking issues. driver facilities into planning processes where retention infrastructure projects are likely to generate significant 3) Reduction in road freight beyond the construction phase. Also seek a Work with local 2020 TVCA inappropriate HGV coordinated approach with other combined authorities. authorities and parking freight sector to establish future needs.

What? How? Action Description Outcomes Milestones Timescal Lead e 21) Enhanced road Work with South Tees Development Corporation and 1) Growth in freight- New road 2019 STDC access for port Redcar & Cleveland Borough Council to unlock key freight related activities and connection facilities on the assets and accommodate demand for port-related opportunities providing development. south bank of the 2) Investment and jobs enhanced link to Tees growth the A66 from the South Bank

Wharf area. Evaluation with Ongoing TVCA partners of emerging demand.

22) Identify a Work with Redcar & Cleveland Borough Council, South 1) Ensure resilience of Evaluate 2020 TVCA potential site to Tees Development Corporation, PD Ports and private local road network potential impact accommodate an investors to: when HGVs cannot on road network ‘Operation Stack’  Evaluate if and when such a facility might be needed access the port of: type facility  If appropriate, identify a potential site for overflow lorry 2) Avoid inappropriate  post-Brexit parking close to Teesport able to accommodate HGVs HGV queuing and customs and drivers unable to collect or deliver loads to parking on roads clearances Teesport berths due to adverse weather and other around Teesport  sustained factors. 3) Improved driver container welfare when HGVs growth cannot access the port 4) Greater security for loads 23) Electronic Work with Middlesbrough Borough Council and Highways 1) Improved traffic flows Re-contracting 2020-21 M’bro Variable Message England (HE) to improve the Urban Traffic Management and expansion Borough Signs (VMS) in and Control (UTMC) system to alert HGV drivers to traffic of UTMC Council

What? How? Action Description Outcomes Milestones Timescal Lead e advance of key congestion at key points, e.g. main routes to and from 2) Greater journey Road 2020-25 Highways junctions on main port, using real-time travel information. To include HE resilience Investment England HGV routes. adopting the extension of fibre optic connections as part of Strategy II future upgrades on the Strategic Route Network, e.g. A1(M), A19, A66, A174 SEA 24) Develop a Work with STDC, the 30+ different companies operating 1) Increased share of Logistics Sector 2020 TVCA more collective wharves and terminals at the ports of Tees and Hartlepool, key growth markets Action Plan other port users and shippers to develop a more collective, ports offer to 2) Jobs and investment integrated offer for key markets e.g. waste, containers, capture key freight growth markets automotive, renewable energy and dry bulks 3) Greater GVA 25) Facilitate Organise twice-yearly freight workshops to provide a 1) Market development Develop a Twice a TVCA forum for sharing market intelligence, sector updates and networking 2) More robust business programme of year discussions around key issues and opportunities. opportunities for networks events companies 3) More coherent offer to involved in moving shippers goods. 26) Explore Work with government, the South Tees Development 4) Manufacturing Growth UK withdrawal 2020 TVCA Corporation and local stakeholders to develop a bid for a potential of 5) Increase trade from the EU Free Trade Zone once responsibility for setting customs developing a Free through port Single Market Trade Zone post- duties and tariffs is transferred from the EU to the UK. and Customs Brexit Union 27) Support the Work with the private sector, planning bodies and 1) Improved air quality in Develop a 2020 TVCA development of investment partners to investigate the feasibility of lower around the port area ‘Greener infrastructure to emission, direct power supply to vessels to reduce Freight’ Strategy reliance on ship engines on berth. supply shore-side power to vessels

AIR

What? How? Action Description Outcomes Milestones Timescal Lead e 28) Grow airfreight Support the growth of airfreight services through TIA to 1) Global connectivity Development of Ongoing TIA / from Teesside provide the business sector with a local freight option for 2) Greater business a plan for TVCA International high value, time-sensitive consignments. resilience growth Airport 3) Reduction in Direct link to Ongoing TIA / unnecessary road Heathrow and TVCA miles other major hubs

SKILLS & EMPLOYMENT 29) Address key Ensure local Further Education and Higher Education 1) Improved productivity ‘Inspiring Our 2018-21 TVCA skill requirements provision is aligned and able to meet existing and 2) Greater customer Future’ Plan of local freight emerging skills needs of the freight sector so that local satisfaction sector companies are able to fill vacancies by recruiting 3) Reduced operating employees with the right skills. costs 30) Raise the Develop and support partnerships between the private 1) More residents and ‘Inspiring Our 2018-21 TVCA profile of the freight sector, industry bodies, school & adult careers advisors young people are Future’ Plan and logistics sector and training & employment providers to ensure that aware of the sector as a career path opportunities within the freight and logistics sector are 2) More young people actively promoted to adults and young people. This will are employed within increase access to related learning opportunities and jobs, the sector and assist with the projected skills gap emerging from an aging workforce. 31) Develop more Work with the post-16 education and training sector to 1) Growth in higher level ‘Inspiring Our 2018-21 TVCA provision around develop innovative, technology-based provision linked to and technical skills Future’ Plan technology and key developments in transport, particularly where the Tees base innovation in Valley has a strong competitive lead, e.g. hydrogen fuel 2) Increase in GVA Tees Valley 2020 TVCA transport and VR simulation. Hydrogen 3) Availability of higher projects pay levels

ENVIRONMENTAL

What? How? Action Description Outcomes Milestones Timescal Lead e 32) Ensure that TVCA to encourage and support ‘habitat banking’ to 1) Preserve the ecology Develop a 2020 TVCA freight-related mitigate against the impact of development on the Tees of the Tees Estuary ‘Greener operations on the Estuary. Freight’ Strategy Tees Estuary continue to co-exist with local nature 33) Support an Work with central government and other public & private 1) Reduced greenhouse Develop a 2020 TVCA increase in the use sector partners to develop an alternative, reduced carbon, gases ‘Greener of alternative fuels low emission fuelling infrastructure for rail, road and sea 2) Better air quality Freight’ Strategy for freight activities including LNG, bio-methane, hydrogen and electric. 34) Increase the Encourage local operators to adopt cleaner engines, e.g. 1) Reduced greenhouse Develop a 2020 TVCA use of cleaner and Euro Vl, or retrofit equipment that will improve fuel gases ‘Greener more fuel-efficient efficiency, e.g. aerodynamic cab roof deflectors, side 2) Better air quality Freight’ Strategy HGVs panels, low rolling resistance tyres and adopt in-cab technology (telematics systems) and improvement tools. 35) Increase the Encourage local businesses to adopt electric vans in place 1) Reduced greenhouse Securing 2020 TVCA uptake of electric of diesel and petrol vehicles by working with partners to gases funding for van vans offer demonstrations, trials and advice. trialling 2) Better air quality Develop a 3) Reduced operating costs ‘Greener Freight’ Strategy 2020 TVCA 36) Reduce the Work with the public and private sector to reduce lorry and 1) Reduced costs Develop a 2020 TVCA environmental van movements in urban areas by identifying and 2) Carbon reduction and ‘Greener impact of road developing a series of ‘green’ projects such as: reduced emissions Freight’ Strategy freight operations  Examination of market demand for ‘last mile’ deliveries  Transfer of more goods to rail, sea and pipeline  Cleaner alternatives for ‘last mile’ logistics and courier type services, e.g. cycle logistics