Put freight customers at the heart of the national rail network

It is essential that the needs of freight customers are prioritised in any structural changes to the rail industry. Devolution of power to the regions must be set within a national framework that recognises that freight moves within national and global supply chains.
There needs to be an overarching national body to co-ordinate improved network capacity, resilience, capability and access to the rail system for freight operators, on a ‘24/7’ basis and at reasonable cost, while minimising the disruptive aspects of route modernisation programmes. Regional transport bodies must be incentivised to promote rail freight growth.

Provide capacity for long term growth

It is increasingly difficult to find spare capacity on the busy national railway for freight services. Railfuture believes that a doubling of overall rail capacity is required by 2050. More immediately, Government must invest in enhancements on strategic freight corridors, including Felixstowe – Nuneaton and North Transpennine, and gauge clearance projects to and from the Channel Tunnel. Freight capacity which already exists on the network needs to be safeguarded for future use where traffic growth is predicted.

Urban bottlenecks need to be addressed in areas such as London and Greater Manchester to provide access to and within these centres, for example, for intermodal and construction traffic. In Greater Manchester, Railfuture are promoting a new route for freight that:
  • Doubles the capacity of the Trafford Park terminals
  • Identifies a new terminal site capable of handling longer trains with simplified operation
  • Releases capacity for passenger traffic
  • Re-purposes 7Km of abandoned rail formation
  • Requires just 3.5Km of new line on mainly brownfield land
  • Offers a positive Benefit Cost Ratio in excess of 4:1
  • Is attracting interest from the rail industry including freight operators.
For more details see our proposal for relieving the Castlefield Corridor.

Re-signalling schemes, the provision of loops and extra running lines to accommodate freight should also be progressed where appropriate across the network.

Support for rail decarbonisation

Rail emits on average about 25 grams of CO2 per tonne kilometre, compared to road's 120 grams per tonne kilometre. A tonne of goods can travel 246 miles by rail on a gallon of diesel as opposed to 88 miles by road. Rail is also safer as each freight train on average takes 60 lorry journeys off our hard-pressed roads, meaning that there are fewer lorries to be involved in accidents and to wear out road surfaces.
Government needs to invest in a rolling programme of electrification, so that more freight can be hauled by electric locomotives and so that investment in bi-mode locomotives can be justified by the rail freight industry. As a priority this should include electrifying the following routes:
  • London Gateway – Thameshaven Junction
  • Nuneaton – Birmingham Lawley Street
  • Basingstoke – Southcote Junction and Oxford – Denbigh Hall Junction
  • Merehead and Whatley – Newbury
  • Felixstowe – Ipswich
  • Haughley Junction – Peterborough and Helpston – Nuneaton
  • Hare Park Junction – Leeds Stourton
  • Mountsorrel – Syston Junction and Manton – Corby
See also our Freight policy statement.

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