Written Evidence submitted by Freight
on Rail (LOCO 039)
Freight on Rail would like to thank the Communities
and Local Government Committee for the opportunity to comment
on the inquiry into Localism.
Freight on Rail, a partnership of the rail freight
industry, the transport trade unions, works with local and central
Government to promote rail freight, the low carbon, energy-efficient
safe alternative to long distance road freight which reduces road
congestion. The sustained growth of rail's share of consumer traffic
over the past seven years demonstrates the demand for this alternative
mode for trunk haul.
The extent to which decentralisation leads to
more effective public service delivery; and what the limits are,
or should be, of localism
Summary
In answer to the second part of this question,
as it stands, there are tensions between the Localism agenda
and economic growth unless strategic planning structures are put
in place as it is difficult to get planning permission, for a
wide range of schemes to help regenerate the economy, if the schemes
are opposed locally.
We believe some form of strategic sub-national transport
planning, in addition to local and national spatial planning is
needed if the Coalition Government is to meet its commitments
to reduce carbon dioxide emissions and build a green economy.
Transport projects are rarely confined to local authority
boundaries which means that without a larger than local spatial
planning structure it will be difficult to plan key infrastructure
projects which cross local authority boundaries This could result
in projects, ranging from, medium-sized and small rail freight
terminals and wind farms not being granted planning permission,
because of local opposition, even though there are wider benefits
to society of these schemes.
We welcome the review of planning taking place and
believe that strategic planning needs to be addressed in the Localism
Bill. This level of transport planning
is needed where decisions taken locally have a wider than local
impact to give confidence to investors, infrastructure providers,
community initiatives, transport operators, developers and local
enterprises.
A supportive spatial planning framework is needed
if rail freight is to play its role in reducing freight's emissions;
rail freight needs approval for a network of terminals, situated
in the right places to meet market requirements.
Major infrastructure projects such as large Strategic
Rail Freight Interchanges (SRFIs) will, in the longer term, be
addressed through the Major Infrastructure Unit (MIU) which will
replace the Independent Planning Commission. However, the threshold
for schemes being considered by the MIU is 60 hectares and the
majority of rail/road transfer stations are not of this scale.
So we believe that the planning framework needs to recognise the
importance of getting planning permission for medium-sized and
small rail freight terminals without which freight cannot be shifted
to rail and all the economic, social and environmental benefits
to society cannot be realised.
Currently, with the abolition of the RSSs, there
is a planning vacuum as there is neither national or sub national
policy with only local plans, (which everybody recognises are
crucial), in place. This planning review is an opportunity to
institute guidelines in both the National Networks Policy Statements
and the National Planning framework which tackle climate change
and road congestion. The National Policy Statements should state
that any new freight interchanges/depots should be sited where
they are capable of being rail served. It should also ensure that
evidence based research with quantified study and calculations
based upon modelling is taken into account in any planning approval
process.
The need for a planning function at the sub-national
level
LEPs will be crucial for promoting all development
in the regions which does not fall under the auspices of the MIU,
so we believe there is a need for strategic analysis at the sub-national
level.
The economic regeneration benefits of rail freight
investment have previously been widely recognised by local authorities
so it is critical that Local Enterprise Partnerships (LEPs) have
a framework to support and fund transport schemes. RDAs were successful
in bringing together private and public sector funding for schemes
in their regions.
¾ Humber
Ports upgrades is an example of partnership of public and private
sector organizations where Northern Way, a consortium of different
authorities worked with Network Rail & ABP. The Hull Docks
Branch upgrade—increases trains from 12 to 22 per day. (£15.5
million) on the Hull docks branch and improvements in network
resilience with the re-opening of the Brigg Line for freight services.
Local Enterprise Partnerships are well placed to
develop additional transport schemes as long as they are set up
taking into account certain criteria:-
(a) LEPs need to cover a sufficiently large geographical
area to be viable for developing transport projects.
(b) Some form of sub-national strategic planning
is needed for economic growth because strategic transport decisions,
which affect several regions, cannot be dictated solely by local
decisions if sustainable economic regeneration is to take place.
(c) LEPS need to have access to funding for rail
freight schemes which regenerate the local economy and relieve
bottlenecks eg the Ipswich Chord supported by Suffolk County Council.
(d) As well as local authorities and private
business, LEPs should include environmental groups, community
amenity groups and trade unions. They should be required to have
a formal consultation with the rail freight industry to ensure
that good rail freight schemes are identified and taken forward.
(e) Need to safeguard key rail alignments for
both passenger and freight services and sites for terminals and
stations recognised by both Conservative and Liberal Democrat
manifestos as priorities. Climate change has demonstrated the
need for safeguarding disused, existing and potential rail lands.
September 2010
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