Water-borne Freight
Opportunities for Water-Borne Freight
Currently, the proportion of total freight movements in the Region handled by its inland waterways is small. (These include, principally, the Trent, which is legally designated as a Commercial Waterway, but also other waterways controlled by various bodies). However, given greater awareness amongst potential customers, there is already potential for certain commodities to be moved cost-effectively and reliably in quantity along the Region’s principal inland waterways with worthwhile environmental benefits, which would not
conflict with their leisure use. Still greater potential would exist given some targeted investment in capacity and facilities. Whilst such changes will be very worthwhile, it must be noted that they will only make a modest overall
contribution to modal shift towards more sustainable modes.
Current development pressure on waterside sites, particularly for residential
schemes, is an obvious threat to the potential future growth of water-borne freight by limiting opportunities for location of waterside freight users or for trans-shipment facilities. Thus opportunities for such schemes need to be fully considered through the planning process.Useful guidance is contained in “Planning for Freight on Inland Waterways”, DfT/DEFRA April 2004.
Similarly, whilst the Region’s own coastal ports (principally Boston, but also Fosdyke and Sutton Bridge) account for a small proportion of total UK sea-borne freight, there is merit in maximising their potential, including coastal traffic. The anticipated publication by Government of a draft Ports Strategy will offer important opportunities for such developments to be addressed.
Efficient surface access to the major UK ports is of obvious importance not only for the economy of the East Midlands, but also for freight from other Regions which must pass through the East Midlands.
KEY POLICY 4:
Regional and local partners to work together through the EMRFG to identify and pursue realistic opportunities for expanding the usage of inland waterways and coastal navigation especially where these can make a useful contribution to modal shift.
TARGET:
By 2010 the tonnage of freight carried on inland waterways in the Region should be doubled over 2000 levels, mirroring British Waterways’ national target.
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|
Action Plan |
Lead Partner |
Supporting Partners |
Timescale |
|
4.1 |
Research to identify, and pro-actively raise awareness amongst existing, and particularly potential producers/receivers of the opportunities for use of water-borne freight for their products and raw materials, and the range of government grants available to seed such developments. Action here will apply principally to the Trent Navigation, River Nene and coastal shipping. |
EMRFG |
FQP’s British Waterways |
2006/7 and ongoing |
|
4.2 |
Achieve a balance, through the Regional Spatial Strategy, between competing demands for water-side locations, albeit with a planning presumption in favour of protecting water-side sites where there is clear potential for new water-borne freight fl ows. New commercial water-side developments on such sites would be required to assess the potential for water-borne freight access. |
EMRA |
Local Planning Authorities |
Q3 2005/6 and ongoing |
|
4.3 |
Prioritise the needs of water-side locations with potential for freight |
EMRA |
Local Transport Authorities, HA, SRA, GOEM |
Q3 2005/6 and ongoing |
|
4.4 |
Investigate the potential for developing an inland port on the River Trent at Nottingham in terms of addressing Key Policy 4. (This proposal was supported by SOFEM and is a Transport Investment Priority within Regional Planning Guidance.) |
Relevant Local Transport Authorities |
British Waterways, |
2006/7 |
|
4.5
|
Reflect in action under 4.1, 4.2, 4.3 and 4.4 those bulk commodities such as minerals, domestic/industrial waste, unitised loads including containers and Abnormal Indivisible Loads which are by their nature particularly well-suited to movement by water. (See also Key Policy 8.) |
EMRA, |
FQP’s, Local |
Ongoing |
|
4.6 |
Safeguard sites for seaport development and expansion where there is clear potential for new traffi c that will help address wider regional objectives. This should be informed by positive regional input to the debate on the anticipated national Ports Strategy and the development of links to emerging coastal shipping services between local UK ports and waterways and the continent. |
EMRA |
Local Planning |
Subject to Ports Strategy timing |
|
4.7 |
Identify road/rail access needs for ports serving the Region and prioritise such needs appropriately through the RTS to inform LTP, HA and rail schemes (and other Regions’ RTSs). |
EMRFG, |
FQP’s, |
Q4 2005/6 |
|
4.8 |
Assess the potential for targeted investment on pinch-points on the |
EMRFG, |
|
2006/7 Ongoing |
| 4.9 | Investigate the potential benefits of major longer-term capital investments for both inland waterways and ports. | EMRFG Port operators EMRA British Waterways emda | 2006/7 |
Last updated: 8th March 2007