Rail is Britain’s safest, most efficient and lowest-carbon mode of nationwide inland freight transport.

Rail freight has grown for at least 20 years. Last year alone it rose nine-per cent. Nearly all that growth is containers. Enlarging the Southampton-Nuneaton route in 2011 to take 9’6” ‘high-cube’ containers increased its efficiency by 33- per cent. Within months of completion it gained 25-per cent more freight traffic: equivalent to 50,000 fewer HGV trips on the A34.

Container freight tends to be transhipped between road and rail at regional terminals. Adrian Taylor (July 2) thinks transhipment will increase local HGV traffic. But in reality the more those containers go by rail, the less they will go by road.

Adrian implies rail investment is poor value, bemoaning the NHS’s £2bn funding gap and HS2’s multi-billion budget.

In fact rail freight investment is vastly cheaper and exceptionally good value. Southampton-Nuneaton was upgraded for less than £60m: more than £11m below budget.

On some key routes, Network Rail is increasing the length limit for freight trains from 500 to 775 metres. This raises the number of containers per train from 80 to over 120, increasing efficiency by another 50-per cent. This is vital because Britain’s busiest rail lines are running close to full capacity.

Oxfordshire has no rail container terminal.

The nearest is Daventry. Others are further away and ill-placed to serve Oxfordshire.

Railfuture would welcome a well-sited rail container terminal in the Thames Valley. This could cut A34, A40, A44 and M40 freight yet further.

HUGH JAEGER
Media Officer
Railfuture Thames Valley Branch


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