Long-term rail freight plans: DfT publishes strategy paper

The Department for Transport (DfT) has published a strategy paper reiterating the basis of the Strategic Freight Network (SFN) for rail

It also sets out the DfT's thinking for the longer term development of the SFN, beyond the current 2009-14 work programme. The following are identified as key elements of the future SFN.

• Longer and heavier trains As an early priority, key intermodal routes should be upgraded to accommodate trains up to 775m in length. Selective route capability should be provided where there is a business case for operating trains at 32 tonne axle loading
• Freight and network-efficient operating characteristics Network Rail should aim to achieve through running of freight trains, seeking timetabling and signalling solutions in preference to looping
• 7-day/24-hour capability Single line working should be standard engineering possession practice and/or diversionary routes with appropriate capability, for each strategic freight route. National engineering possessions planning should be coordinated, recognising that many freight routes are long-distance cross-country routes incorporating more than one Network Rail route
• W12 gauge W12 should be implemented as the standard loading gauge for all strategic container routes including diversionary routes
• European Freight Link (UIC GB+ gauge) The rail network should be 'future-proofed' by ensuring that network renewals or enhancement work makes at least passive provision for UIC GB+ gauge. As a minimum first step, UIC GB+ height clearance should be safeguarded in any Midland Main Line (MML) electrification programme to enable it to link into High Speed1 (HS1) freight paths from the Channel Tunnel to London
• New freight capacity Key intermodal routes for consideration for capacity enhancement are likely to include:

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  • Ipswich to Nuneaton (upgraded in Network Rail's Strategic Business Plan Control Periods CP4 (2009 - 2014) and CP5 (2014 - 2019
  • the 'Joint Line' (to be upgraded in CP4 as the East Coast Main Line (ECML) Peterborough - Doncaster 'freight lines') with possible further enhancement in CP5
  • East-West Line (Oxford-Bedford with upgraded links to the West Coast Main Line (WCML) and MML
  • Midland Mainline 4-tracking
  • Stourbridge - Walsall and subsequently Walsall to Lichfield restitution
  • Southampton to WCML - possibly with upgrades to routes and/or examination of alternative routeing options to provide capacity for growth
  • freight routes to Manchester Hub terminals including Trafford Park

• Electrification of freight routes Selective strategic and infill electrification on:
  
  • Ipswich to Nuneaton
  • Joint Line (Peterborough to Doncaster via Spalding)

• Strategic rail freight interchanges and terminals
• Freight paths Protection of existing, released and newly created long distance strategic through freight paths (Strategic Freight Capacity Scheme)

As a key element in developing the SFN, the Department has asked Network Rail to undertake two freight routeing studies on:

• the preferred route(s) between London/the South and East, and the Midlands and North of England, and the enhancements necessary to accommodate rail freight activity forecast for 2030
• an optimal cross-London freight strategy (CLFS)

The contents of this paper are consistent with the ongoing discussions the Department has had with industry, and thus FTA believes the strategy is broadly correct in terms of maximising the utility of rail freight. It reflects many of the issues FTA has been lobbying for.