News

This week saw the publication of the Government’s latest thinking on the transport network, the snappily-titled ‘Towards a sustainable transport system – supporting economic growth in a low carbon world’. In part it’s a response to the Eddington report on the future for transport infrastructure  in the UK and the Stern report into climate change and economic growth, both of which were published last year. The discussion document also outlines the government’s plans for the years to 2013-14 and beyond.

Freight doesn’t feature specifically in the report although as Ruth Kelly, the Secretary of State for Transport, notes in her forward: “We must ensure that this continued investment in the country’s networks, together with out other policies, underpins and nationwide transport system that continues to support the UK’s economic prosperity.” And part of that economic success story clearly relies on the efficient and unfettered movement of freight.

The report does, however, show a shift in thinking in that the government is increasingly favouring  an integrated approach to transport. It’s no longer simply a case of freight travelling on the roads and passengers on rail, but choosing the best mode for the journey. It notes: “…if some modes are congested whilst others have spare capacity, the solution is more likely to involve looking at relative prices and service patterns.”

Clearly this is a nod towards the introduction of road pricing but the government still remains cautious on the issue. Although it’s still broadly in favour of a national scheme, it cites the success of the London congestion charge as a reason for proceeding slowly: “This [the congestion charge] reinforces the Government’s view that the best next step is to see whether road pricing is equally effective in other cities.” This is a reference to the schemes due to be launched soon in Manchester and Cambridge and also Bristol, which is due to publish its congestion charging proposals early in 2008.

Under the heading ‘Competitiveness and productivity’ the government identifies several different priorities relating to freight. At city and regional level freight movement must be reliable, quick and low cost. At a national level it says it has to: “Ensure interurban travellers and freight can get to a range of (10) key destinations reliably and quickly and can get there and back in a day.” With international journeys the key objectives are that freight can access international gateways reliably and quickly with the lowest possible inconvenience from necessary security checks.

It says it has “ambitious expenditure and policy plans” through to 2013-14 which support its stated goals. Most expenditure is likely to go on relatively modest schemes like road widening or hard shoulder running which boost network capacity with minimal cost. Additionally there will probably be changes to the planning regime governing transport in order to better achieve improvements. One forthcoming change facilitated by the upcoming Local Transport Bill will be a shift of power to local authorities which will allow them greater scope to introduce, with the government’s approval, to introduce local road pricing schemes.

This is broadly in line with its commitment to the findings of the Eddington Report which makes a strong case for road pricing. It says it has “earmarked a significant proportion of the Transport Innovation Fund (TIF) to support the implementation of locally promoted schemes”. At a national level, rail freight gets a boost with extra funding for gauge clearance projects to allow containers from certain ports – Felixstowe, Southampton, Seaforth and Immingham – better access to the rail network, thus increasing rail freight’s capacity and resolving potential conflict with passenger transport.

In terms of the road network, much is made of better utilisation of existing infrastructure. For example it praises the use of Highways Agency Traffic Officers (HATOs), supported by Regional Traffic centres, which it claims have improved the management of motorway incidents and the provision of information to motorists. Additionally the Active Traffic Management system – more commonly known as hard shoulder running – is being earmarked for extension across the whole strategic road network. The government is conducting a study looking at several points including examining whether these schemes are better value for money and cause less disruption than motorway widening; offer better traffic management ability and whether the segregation of slower (for which read LGV) traffic could improve overall flow.

Post 2014 the government says that it sees greater private sector involvement in the provision of transport infrastructure. It says: “We believe that here is further potential, as yet untapped, for involving the transport sector in improving Britain’s public transport systems and networks. “We intend to evaluate and pursue these opportunities enthusiastically, across all transport modes.” It points to the success of the M6 Toll as evidence that this approach can work – whether this indicates that there will be more toll roads in the future remains unclear.