Freight
6. Sheffield; adjacent to the M1 and M18 on existing railway property. The route would cross the Pennines through the Woodhead Tunnel
7. Merseyside and Greater Manchester; close to the M62 and M6 serving the North West
8. Carlisle; adjacent to the M6 and M74 on existing railway property
9. Glasgow; adjacent to the M77/M74 and M8 motorways
10. Tyne/Teesside adjacent to the A1 (M) on existing railway property
Later extensions would include:
11. a link to a terminal serving the West and South Wales adjacent to the M5 and M50 motorways
NOTE: The previous government was concerned that the proposed freight line would take up track route planned for use by High Speed 2. There is a six mile section where the two lines would run parallel; quadrupling the tracks would pose no difficulty.
How much would GBFR cost? Estimates have been produced using costings from building the Channel Tunnel rail link (HS1). It is believed that provision of this route would be in the order of £6 billion.
A rolling road on rail
The government is looking to promote worthwhile infrastructure projects. GBFR has significant merit and should be considered. Planned investments in new passenger capacity and infrastructure are to be welcomed but more substantial rail freight infrastructure is essential if major modal shift is to occur. GBFR will provide that infrastructure.
Densely trafficked passenger routes make difficulties for freight trains and the reality is that passenger and freight traffic do not mix well. Passenger services often take priority over freight on the existing network. Among other things, the operating speeds of passenger and freight trains are also different so segregating the two as far as possible must be the solution. GBFR offers that solution. The needs of road hauliers and the customer base must be met. Simply investing in roads is not enough. Providing a rolling road on rail where hauliers can simply deliver lorry trailers to their nearest GBFR terminal for long-haul journeys toward their final destinations and then for a local delivery by road makes compelling sense.
Supermarket logistics experts have for some time been seeking to make much greater use of rail. The prospect for example of having wine delivered from Bordeaux to Birmingham all the way by
rail would be immensely attractive. Cost savings as well as speed and reliability of delivery must and would follow. As for government and public expenditure, there would be substantial environmental benefits as well as savings on road maintenance. Thousands of tonnes of carbon emissions would be prevented and road congestion reduced.
A positive response from government The GBFR scheme should be politically popular. GBFR must surely play a part in our future, driving economic growth and prosperity into every part of Great Britain and helping achieve a seamless rail freight solution linking Britain’s railways to the heart of continental Europe’s rail freight network. Further progress requires a positive response from the government and road and rail stakeholders. It is hoped that all those who believe in the scheme or who are convinced by the arguments will help to persuade government that the GBFR is not just feasible but vital for Britain’s economic future. A first priority must be to ensure that the chosen rail corridor is preserved and safeguarded within future infrastructure investment schemes.
•
Kenneth Russell is director of The Russell Group
www.johngrussell.co.uk
December 2013 Page 91
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