freight on rail philippa edmunds - amazon web services€¦ · dangerous for pedestrians, cyclists...
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Freight on Rail
Freight on Rail – Philippa Edmunds
Freight on Rail members
Campaign for Better Transport
DB Cargo UK
Freightliner
Direct Rail Services
GB Railfreight
Rail Freight Group
RMT
ASLEF
TSSA
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Freight on Rail
We need to talk about rail freight
Agenda
• What is Freight on Rail?
• Benefits of rail freight
• Exposing lack of equity across
different modes
• Rail freight strengths
• Rail’s role in urban logistics
• Need for rail connected
terminals/consolidation
• 7ft Longer semi- trailers
unsuitable on many urban roads
• Distance based lorry road user
charging to improve efficiency.
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Freight on Rail
What Freight on Rail does
• FoR acts as facilitator at
national, sub-national
& local levels
• Working with:-
Local authorities, LEPs,
ITAs, Combined
Authorities, Unions,
Environmental NGOs,
TfL, TfN , ORR, Network
Rail DfT, & DCLG
www.freightonrail.org.uk
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Freight on Rail
Why rail freight
• Rail reduces congestion and
improves reliability - worth
£1.6 billion to economy
• An average freight train can
remove 70 HGVs
• An aggregates train removes up
to 136 HGVs
• Need multi-modal options
• Rail is safer
• HGVs six times more likely
than cars to be involved in fatal
accidents on minor roads
• Rail produces 76% less CO2
than equivalent road journey
• Air quality benefits
Rail freight produces almost 90%
less PM10 & up to fifteen times
less NOx emissions than HGVs -
responsible 21% NOx emissions
but only 5% of vehicle kms
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Freight on Rail
Lack of equity between HGVs/Rail
• Our research, using DfT figures
shows that:-
• HGVs pay less than a third of
costs they impose on society in
terms of crashes, congestion,
road damage and pollution.
• £6.5 billion annual subsidy
• External costs of HGVs ten
times higher than rail
• MDS Transmodal research
found £6 billion annum subsidy
• T&E research April 2016 –
HGVs pay 30% of their
external costs in EU
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Freight on Rail
Rail Freight strengths
• Road & rail complement each
other
• Modes should play to their
strengths
• Rail – long distance trunk haul
& traditional bulk.
• Government rail freight strategy
gives industry confidence to
invest
• DfT strategy recognises rail
freight’s role in reducing
congestion, crashes, air
pollution & carbon emissions
• Crucial part of supply chain
• Rail network needs upgrading
because there is suppressed rail
freight demand
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Freight on Rail
Key rail freight markets expanding
• Consumer traffic grew 7% Q1
– highest level since 1998:
grew 4% in Q2
30% in last 10 years
• Construction grew 8% in Q2
• Growth forecasts -Overall 2.9%
(tonne km pa), fourfold growth
in consumer traffic by 2043
• Suppressed demand for rail out
of Felixstowe & Southampton
as well as in construction
market.
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Freight on Rail
Terminals/consolidation centres
• Use rail for long distance haul
& then tranship into low
emissions vehicles
• Rail connected consolidation
centres on edge of conurbations
• Key role of large & small
terminals.
• Strategic Rail Freight
Interchanges (SRFIs) coming
on stream such as I-Port
Doncaster
• Daventry SRFI removes 23
million lorry miles pa.
• Need for terminals so
construction materials can be
brought into heart of cities and
waste/spoil removed by rail.
• Rail transports 40% of
London’s aggregates. Eg.
Crossrail, Olympics
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Freight on Rail
Planning urban terminals
• Building & protecting
terminals
• Design needs to minimise
local adverse impacts
• Need to safeguard urban
terminals from loss from
inappropriate adjacent
developments
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Freight on Rail
Rail freight solutions
• GB Railfreight launching fast
daily parcel service between
London & Doncaster in 2018
• Using re-purposed Intercity 125
– equivalent to 6 HGVs
• Same day service
• Night trials of freight trains,
into Euston for Sainsburys &
TNT – equivalent to 70 HGVs
• Onward transhipment into low
emissions vehicles for final
deliveries
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Freight on Rail
7ft longer semi-trailers (LSTs) unsuitable for
many urban roads
• LSTs have rear tail-swing
double of standard HGVs,
dangerous for pedestrians,
cyclists & other vehicles
• DfT evaluater cannot judge
LST safety on urban roads
• LSTs going between retail sites
128% and 177% higher damage
incidents than normal HGVs
• DfT must analyse what urban
roads being used before
increasing numbers of LSTs
• Load efficiency, infrastructure
damage & minor incidents data
relies on operators without
independent verification.
• Highly subjective safety criteria
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Freight on Rail
Distance Based Lorry charging
• Objective to overcome unfair
foreign competition
• Revenue neutral
• Money raised from overnight
charges to go to skills/training
& roadside facilities
• Improve efficiency of road
haulage which is competitive
but not efficient.
• Reduce HGV external costs
• Reduce empty running
currently 29% in UK
• With distance lorry charging
system in Germany 2005/09
• Empty running reduced from 28
to 17% with load utilisation
improving
• 7% increase in rail freight
volumes