There was cross-party warmth, plenty of nodding in agreement, and a familiar chorus about growth, resilience and decarbonisation. Yet beneath the polite applause lies a harder truth. The sector is still waiting for the UK government to match rhetoric with resolve. In fairness, it is not the only sector seeking some decisiveness. It iss becoming a bit of a political joke. However, if rail freight is to grow by 75% by 2050 – a target ministers are fond of quoting – then it is high time to get on the footplate and start driving. The time for incrementalism has surely passed.

A reception worth its salt – and its spend

Parliamentary receptions are not cheap. I speak from experience, having signed off such events in Edinburgh, and I suspect the catering bill here would have troubled the four-figure mark as well. So, if you are going to spend a wagonload of members’ money in Westminster, you had better make it count. The Rail Freight Group did just that, arriving not empty-handed but armed with Freight Forward – a report with both substance and intent.

They were right to do so. As the premier advocates for the sector, the Rail Freight Group has a duty to speak up, especially within earshot of the debating chamber. If not them, then who? The report makes a clear and compelling case for rail freight as an economic enabler, a decarbonisation tool, and a pillar of national resilience. Sure, they’re all the buzzwords, yes, but underpinned by real-world examples.

Those examples matter. Moving millions of tonnes of food to supermarket shelves, exporting cars to European markets, and transporting critical minerals. This is not abstract policy, but the daily business of keeping the UK functioning. Legal eagle Lydia Cullimore of Burges Salmon captured the mood well, describing the report as a “clear and compelling position paper” that highlights both current value and future opportunity. It is difficult to disagree. Case made. Well, not quite.

Growth, but on whose terms?

The report’s central thesis is straightforward. It proposes that rail freight can do more. It can help decarbonise logistics, strengthen domestic supply chains, and support emerging industries. Electrification, alternative traction, and technological innovation all feature prominently. In fact, rail in general and rail freight in particular, is an embodiment of future industrial function that everyone can see passing through every station, every day. The direction of travel is clear, even if the track ahead is less so. Ambition alone does not lay rail.

The sector’s growth hinges on capacity, access and policy certainty. These are three areas where government performance has been, at best, uneven. Rail advocate and friend of the sector, Rupert Brennan-Brown’s intervention at the reception struck a chord, particularly his emphasis on safeguarding access rights for freight operators. Without long-term certainty, private investment will always hesitate at the signal.

This is where the conversation inevitably turns to Great British Railways. That overarching body that will, eventually, rule the roost over the re-nationalised railways (freight operations excepted). However, those forthcoming reforms offer an opportunity to embed freight at the heart of the network, rather than treating it as an afterthought. Opportunity, though, is not necessarily the same as outcome. The risk remains that, in a system dominated by passenger priorities, freight will once again find itself squeezed into the margins. Time to make a song and dance in the House? Absolutely yes.

Fine words, familiar promises

To be fair, ministers are saying the right things. I’ve lost count of how many transport ministers have given me their personal reassurances for one project or another. This week, the flamboyant rail minister Lord Hendy reaffirmed his support for the sector and the growth target, while opposition voices have called for statutory protections to underpin investment. There is, as Lydia Cullimore noted, a reassuring degree of cross-party consensus.

Consensus without action is a well-worn Westminster tradition. The rail freight sector has heard these commitments before. Cue a procession of ministers (cross-bench) pulling off the right signals on capacity, on modal shift, on decarbonisation. Progress has been made, certainly, but rarely at the pace or scale required. The result is a lingering sense that rail freight is perpetually on the cusp of a breakthrough, yet never quite allowed to break through.

If Freight Forward does one thing well, it is to crystallise that frustration into a constructive agenda (perhaps that’s where I’ve been going wrong). It sets out not just what rail freight delivers, but what it needs. There should be investment in infrastructure, protection of access rights, and a regulatory framework that encourages growth rather than constrains it. None of this is revolutionary. All of it is necessary.

The real test lies ahead

Ultimately, the success of this report will not be measured by the quality of the reception or the warmth of the parliamentary applause. It will be judged by what happens next. Will the government translate endorsement into policy? Will Great British Railways be structured in a way that genuinely supports freight? Will the promised growth materialise, or remain an aspiration?

There are reasons for cautious optimism. The economic case is stronger than ever, the environmental imperative is undeniable, and the sector itself is more coordinated in its messaging. Freight Forward is, in many ways, a mature document – confident in its arguments and pragmatic in its recommendations.

But maturity on one side of the table must be matched on the other. If government is serious about growth, resilience and decarbonisation – and it insists that it is – then rail freight must move from the periphery to the mainstream of transport policy. Otherwise, we will be back in Westminster in a year or two, raising another glass, unveiling another report, and asking the same question. Minister, what, exactly, are we waiting for?

In its response to the Ministry of Housing, Communities and Local Government consultation, RFG said planning policy is “essential” to securing new rail freight sites and safeguarding existing ones. It added that the government’s goal of moving freight by rail, aiming for 75 per cent growth by 2050, will depend on terminals being located in optimal locations, with clear planning guidance. RFG added that the draft framework reflects concerns raised in its response to the previous Department for Transport Call for Evidence, which highlighted difficulties members face in securing planning permission.

Strategic planning and economic alignment

Later this week, another terminal (Northampton) will officially open. Last week, work progressed on Radlett at St Albans. Both facilities have been years in the making, amid almost interminable objection processes. That may be a scenario that’s consigned to history if the new regime is passed into law. RFG welcomed the draft framework’s stronger emphasis on aligning planning with national economic strategies. The group said increased attention to relevant strategies, including industrial strategy, would help rail freight be considered in commercial development planning. It noted that rail freight is “a key area of economic growth and therefore must be regarded in commercial development plans.”

The group also supported policy proposals aimed at ensuring business land and premises meet demand. RFG said that prioritising commercial development proposals’ economic benefits “such that it reflects the Industrial Strategy and its support for freight and logistics advancement is critical”. The comment reinforces the view that rail freight and logistics should be embedded early in strategic planning decisions rather than being treated as secondary considerations.

Freight policy and decision-making clarity

RFG said it strongly supports the draft NPPF’s decision-making policies for freight and logistics uses, which aim to promote effective and efficient transportation. The group noted that accessible transport links, consideration of environmental and community impacts, and adequate vehicle parking are “key factors in ensuring that future freight and logistics sites contribute to effective and efficient goods transportation”.

It also welcomed the clarification of what the government calls the agent of change principle, which protects existing terminals where new development occurs nearby. RFG said the proposed policy “improves clarity on how decision-makers will apply the agent of change principle, and we welcome its protection of existing terminals when adjacent development occurs”. The principle has long been a concern for operators seeking to prevent incompatible development from constraining rail freight operations.

Land supply and minerals concerns remain

Despite welcoming the draft NPPF, RFG highlighted ongoing risks around land allocation and safeguarding. The group stressed that rail freight terminals must be identified early in local plans to ensure sites are protected from other development pressures. Without early allocation, opportunities for new rail-connected sites could be lost, particularly in urban areas where land is in high demand.

The group also raised concerns about aggregates and industrial minerals, a significant market for rail freight. RFG echoed producers’ worries regarding the removal of recognition of essentiality and the need for “a steady and adequate supply to support economic growth.” It warned that planning policies must continue to support these freight-intensive sectors to maintain national infrastructure and economic resilience. RFG’s response echoes the sector’s view that the draft NPPF represents an opportunity to strengthen planning for rail freight, but only if decision-makers recognise its strategic importance, safeguard land, and maintain clarity in policy application.

The RFG welcomes the Northern Powerhouse Rail commitment, announced today by the UK Government. However, the body calls for freight to be an essential part of the project. RFG has welcomed the Government’s announcement on Northern Powerhouse Rail (NPR), describing it as a significant opportunity to strengthen rail connectivity across the North and Midlands, provided rail freight capacity and capability are embedded in the plans from the outset.

Build rail freight into plans

A long-awaited revival of rail development in the North of England has been announced (see RailTech.com for in-depth reporting). Although freight is not expected to run on new high-speed lines, released capacity across the existing network, along with the already committed Transpennine Route Upgrade, will provide a transformative opportunity for businesses across the region, says the RFG. The Government has announced £1.1bn (about €1.3bn) over the so-called Spending Review period. The cash will essentially be used to progress planning, development and design work for NPR. It will not result in so much as a single sleeper being laid.

For any of the proposals to be realised, a wider “funding envelope” of up to £45bn (about €52bn) across the programme. The plans aim to improve passenger rail journeys between major northern city regions, including Liverpool, Manchester, Leeds, Bradford, Sheffield and York, with improved services to Newcastle and Hull. “It is great to see this significant commitment to developing the railways across the North and Midlands,” said Maggie Simpson OBE, Director General, Rail Freight Group. “It is essential that the plans support the growth of rail freight, supporting new industries, infrastructure and consumers across the region.”

Other projects need safeguarding

Maggie Simpson did, however, express concerns over existing works, particularly the huge improvement works underway between Manchester and York.“NPR must, however, not delay the successful completion of the Transpennine Route Upgrade, which will provide transformative capacity and gauge capability for rail freight,” she said.

RFG said that improving rail connectivity across the North is not only a passenger priority, but also a critical enabler for goods movement, industrial investment and decarbonisation. Rail freight already plays a vital role in moving construction materials, consumer goods, containers, and bulk commodities across the region, while supporting growth in emerging sectors including low-carbon energy, renewables, advanced manufacturing and new fuels. With demand for rail freight expected to grow in response to net zero policies and the expansion of new infrastructure and industrial sites, RFG said rail freight must be at the heart of the rail network in the North and Midlands.

“Rail Freight Group will continue to engage with Government, Network Rail and Great British Railways to ensure the NPR and TRU programmes deliver a railway that supports national growth, reduces congestion on the road network, and contributes to lower-carbon logistics across the North and Midlands,” said a formal RFG statement.

Jeremy Westlake also stressed the crucial role rail freight will play in the reformed railway under Great British Railways (GBR). His words gave some solace to industry stakeholders, who may have concerns over the concurrent Network Rail announcement. The infrastructure management agency is launching a government-mandated consultation on access charges, which will be levied on freight operations, to be implemented by the forthcoming Great British Railways.

Access charge policy

“Freight isn’t just for Christmas – it operates 24/7, 365 days a year,” said Jeremy Westlake to the audience at the RFG charity-supporting annual luncheon. “It plays a critical role in keeping Britain supplied, from gifts and food to fuel. Freight delivers economic and environmental value. It contributes 2.5 billion pounds annually, with 90% of benefits outside London and the South East. When freight thrives, the country thrives.”

Jeremy welcomed the provisions in the Railways Bill, which give GBR a statutory duty to promote freight and establish new access and charging frameworks designed to give operators greater certainty and fairness, supporting the UK Government’s commitment to 75% growth by 2050. In contrast to the cautious note sounded by his organisation, Jeremy Westlake noted that 17 applications have been approved under the Access Charges Discount Policy, unlocking around 108 new freight flows each week.

Effects of Gemini

New initiatives such as Digital Freight Load Books – an online update of the traditionally paper-recorded weight and length limits for freight journeys across the network – were highlighted by the chief executive. He said they are improving safety and efficiency. Growth boards and additional capacity on corridors such as Essex Thameside demonstrate proactive planning for future demand, he said. Westlake called for action for continued collaboration between industry, government and customers.

Supporting those sentiments, Maggie Simpson OBE, RFG director general, paid tribute to the way the industry has worked together through another demanding year. She highlighted the sector’s rapid and coordinated response to major shipping line changes in the spring – the collateral effects of the Gemini cooperation between Maersk and Hapag-Lloyd (see reporting on WorldCargoNews.com), which saw around a dozen rail freight services re-timetabled to follow container shipping port calls that were moved from Felixstowe to London Gateway.

Generosity shows no bounds

Maggie Simpson also noted the concerted effort the national representative body has made to address the government on its rail reform agenda. “The draft Railways Bill now sets a strong framework for freight within Great British Railways, and that is down to your actions,” she said to the assembled members. “There is still plenty more yet to do to ensure reform is fit for purpose.” She pointed to encouraging developments in low-carbon fuels and new markets, including test trains conveying hydrogen in containers from Doncaster and the imminent arrival of the UK’s first hydrogen-powered shunting locomotive.

Thanks to the generosity of attendees, the lunch raised over 7,000 pounds for the Railway Benefit Fund, which helps railway people and their families in times of need. RFG also thanked its sponsors, VTG Rail UK and Associated British Ports, for their support of the event.

The sector’s representative body, the Rail Freight Group, has made every member of the House aware of the needs of freight. In advance of the reading, RFG has issued a briefing to make the case for freight. Today’s reading marks the main debate on the Bill, but there’s still a long way to go before it becomes law.

Real world requirements for a model railway

Despite the Railways Bill still progressing through both Houses of Parliament, the Government has already unveiled the proposed livery for Great British Railways (see “Not Just A Paint Job on our sister service RailTech.com). The unveiling took the form of a model, posters and a new version of the popular computer game Train Sim at London Bridge station. Meanwhile, in the real world, the RFG has clicked on Parliamentarians to show full-sized support for rail freight.

“Moving freight by rail supports every person in the UK, moving consumer and retail goods, construction materials for new homes and infrastructure and supporting energy generation for millions of households,” said a statement from the RFG. “Rail freight contributes around £2.5bn (€2.98bn) each year to the UK economy, and with each train keeping around 75 HGVs [heavy goods vehicles] off the roads, [rail freight] also helps to reduce road congestion and potholes.”

Marking its own homework is not healthy

Despite the significant focus on passenger operations, The Railways Bill 2025 contains some important and welcome provisions for rail freight, argues the RFG. “It also raises concerns, particularly around the plans for allocating track capacity. RFG has issued a briefing note to all parliamentarians outlining our key concerns.”

Those issues include the demotion of the rail regulator (the Office of Rail and Road) as the body which has grown the railway through incentivising performance, granting new routes, fostering competition and delivering rail growth, “Allowing Great British Railways (GBR), rather than the regulator, to set rules on track access and charging, determine initial appeals and mark its own work to potentially favour the 75% of operators within its stable over the other 25% public and private sector operators,” says the RFG.

Some challenges noted, some changes required

The representative body also expressed concerns about the perceived confusion over which of GBR or the Government will be the “guiding mind” with new sweeping powers for the Secretary of State for Transport to direct, or give guidance to the new Great British Railways. RFG has also raised concerns over the powers the Government will grant itself to intervene in the management and operation of infrastructure and facilities which are not owned by the Government or GBR.

Although ostensibly leaving rail freight to forge its own path, the Railways Bill will have a significant impact on the sector, which has already been tasked with growing rail freight by an arbitrary figure of 75% by 2025. “The success of Great British Railways will depend not on the colour of its logo but on how it supports customers, and enables more goods to move by rail,” said Maggie Simpson, RFG Director General. “By making some small changes to the Railways Bill, parliamentarians can help us ensure that the future of our railways works effectively for all users.”

The event was supported the Rail Freight Group, and passenger operators Greater Anglia and c2c – both of which are now in public ownership as part of the UK government’s programme of nationalising the passenger network. The Future of Rail event brought together rail industry directors, local politicians, and transport partners from across Norfolk, Suffolk, and Essex, as well as representatives from national bodies.

Depth of expertise and ambition

The event focused on how the region can collaborate to shape a rail network fit for the future. Delegates, including senior elected representatives, discussed what opportunities public ownership could present for passenger operations, and how better integration for passenger and freight with other transport modes could provide service enhancements.

“The East has a clear, united voice on the importance of rail,” said Will Quince, Chair of Transport East. “This event demonstrated the depth of expertise and ambition within our partnership. The insight we’ve gathered will be shared with the incoming mayors for Norfolk and Suffolk, and Greater Essex, so they are ready, from day one, to champion investment and improvements that deliver for the East.”

Ports access and guess which one dominates

The region has a diverse demographic, spanning central London commuter routes to the outlying rural communities of Norfolk. However, despite being characterised by its passenger operations profile, Transport East is acutely aware of its freight potential. The region has three international airports – all rail-connected – and thirteen ports, dominated by the globally significant intermodal trio of Tilbury, London Gateway (currently expanding its rail freight operations) and Felixstowe. The latter is, of course, the dominant rail question on the agenda.

“Upgrading Ely Rail Junction will benefit our international gateways,” say Transport East. “The Port of Felixstowe is Britain’s biggest and busiest container port. It plays a pivotal role in keeping the UK’s trade moving and delivering real benefits to customers, the community and the industry. However, a mixture of single track sections, restricted speeds, signalling limitations and level crossings in the Ely area act as a barrier to meeting increased demand for freight paths on the routes to and from the UK’s industrial heartlands.”

Still lobbying for EACE

The long-planned but short-changed Ely Area Capacity Enhancement programme (EACE), outlined by Network Rail, remains a critical constraint to rail freight development. However, its implementation seems further off than the winding up of Network Rail (into the new nationalised body, “Great British Railways”). Transport East, England’s Economic Heartland and other partners have continuously made the case for upgrading the rail infrastructure around Ely.

“The upgrade will allow more capacity for rail freight, removing HGVs and carbon emissions from the road,” says their stated case. “It will also support the development of Freeport East, one of eight new freeports created in England. The Ely Upgrade will enable the freeport to take advantage of the new opportunities enabled by Brexit, support the new trade deals being struck with overseas countries and help drive innovation.”

Rail is essential to regional growth

The national infrastructure agency, Network Rail, will – eventually – be superseded by Great British Railways. However, it remains the responsible body for the railway in Great Britain. “We were delighted to join Transport East’s event, which brought together partners committed to improving rail for our region,” said Jamie Burles, Network Rail’s Deputy Managing Director for the Eastern Region. “Collaboration is key on our journey to Great British Railways, and we will continue working closely as a route and region to deliver a safe, reliable, and high-performing railway that best serves our communities.”

“As one of the fastest-growing regions in the UK, the East is central to our nation’s future success – driving innovation, clean energy, and trade,” said Pam Cox, the Member of Parliament for Colchester, who addressed the conference. “Continued investment in our rail network is essential to grow these ambitions, support new homes and communities, and strengthen our links to ports, airports and key employment hubs. By working together across the region, we can make sure rail continues to be a driver of opportunity and growth for future generations.”

Rail Freight Group, which represents the interests of the sector throughout the UK, took the opportunity to gather its membership at Northampton to see the future of the sector in the shape of the facilities there. It also welcomed board members Ralph Goldney and Richard Hastings. Goldney, of Railfreight Consulting, joins the Board for the first time, while Hastings, Head of Logistics at Nestlé UK & Ireland, continues his service following a successful re-election. Between them, the pair bring decades of technical, commercial and operational experience to the UK’s leading rail freight representative body.

Deep industry experience

Goldney has worked in rail freight for 18 years, beginning with his role supporting GB Railfreight during mobilisation for its Metronet contract. Since founding Railfreight Consulting, he has delivered major projects for RSSB and Network Rail, covering areas such as locomotive tractive effort, simplified signalling approaches and the development of End of Train devices. Trained as an engineer, he is known for combining technical depth with commercial understanding.

Speaking after his election, Goldney said: “The RFG has always felt like my professional home, and I’m honoured to be able to give something back. I look forward to supporting Maggie and the team, championing the benefits of rail freight, and helping strengthen our industry however I can.”

Sustainability leadership at Nestlé

Hastings brings more than 40 years of logistics experience, including 33 at Nestlé, where he leads a 260-strong transport and warehousing team. He has been instrumental in delivering Nestlé’s sustainability transition, overseeing the shift of all warehouse operations to renewable energy, replacing diesel with low-carbon fuels, and encouraging greater use of rail. His work has included innovative solutions to overcome loading-gauge constraints, enabling a significant and sustained modal shift.

“I’m delighted to have been re-elected to the RFG Board,” he said. “As Nestlé continues to move more of its traffic to rail, having a close relationship with the RFG is a major enabler of us realising our modal shift ambitions.” Hastings makes his statement as the sector faces challenging times, not least the British economic circumstances, which are placing pressure on growth and sustainability. venues like the new Northampton Gateway Terminal, where the RFG held their AGM, represent the cutting edge of progress for the sector.

Strengthening the sector’s voice

Maggie Simpson OBE, RFG Director General, welcomed both appointments: “We’re delighted to welcome Ralph to the Board and to confirm Richard’s re-appointment. They each bring a great deal of experience, expertise and new perspectives on the rail freight sector. Their insights will be invaluable as we continue to make the case for rail freight growth.”

Rail Freight Group represents the interests of the UK’s rail freight sector, with members spanning operators, logistics providers, ports, equipment suppliers, property developers and major freight customers. The organisation’s mission is to increase the volume of goods moved by rail and to promote the environmental, economic and network benefits of rail freight across the country.

On a visit to Tarmac and its rail freight operations in the neighbouring village of Bredbury, the Member of Parliament (MP) was shown a freight train unloading materials carried by rail from Tarmac’s Tunstead quarry in the Peak District, across the county line in Derbyshire. Lisa Smart heard how a delivery by just this one freight train can provide the materials to deliver up to 30 new local homes and remove around 60 HGV movements from the A6 and local approach roads and residential streets.

First rail freight delivery

Constituents on the not-so-mean streets of Hazel Grove may not be aware of just how much traffic is kept off their neighbourhood roads, thanks to rail freight. The MP’s visit came on the day when Tarmac received its first rail delivery from its quarry in South Wales. Construction materials are also delivered to Bredbury from North Yorkshire, meaning a daily freight service comes into the site on average.

From the railway, the train’s cargo is used to manufacture materials such as asphalt or ready-mixed concrete. It’s then moved by road for the last remaining miles to local construction and road building projects. In addition to minimising the impact on local roads from HGVs, Tarmac’s site is minimising its quarrying impact by reusing asphalt planings removed from roads during resurfacing. The current site is able to repurpose and reuse material. Tarmac plans to modernise the site, which will mean that this recycling rate will increase further into the future.

Freight onto rail, better for everyone

“I am a huge supporter of rail,” said Lisa Smart, speaking after the visit. “It’s great to see it being used to carry the materials needed to construct the new schools, homes and road improvements we need in the area. We need to make more use of rail for freight. It’s good for the environment and we have real issues with local road congestion – the more we can move freight onto rail, the better it is for everyone.”

During the visit, the team from Tarmac explained the investment in rail at Tunstead and elsewhere,  the challenges of quarrying the vital building materials which deliver the new homes, transport improvements and the developments and create new jobs and local economic growth. Forthcoming rail legislation, and ensuring that any changes enable more rail freight rather than reduce it, were also discussed. “It was great to hear that Tarmac is developing the plant to increase the volume of material which is recycled and reused from road resurfacing,” added Smart.

Homes and jobs for local people

“It was a pleasure to welcome our local MP to the site,” said Chris Swan, Tarmac’s Head of Rail for UK and Europe, who also sits as chair of the industry representative body, the Rail Freight Group. “We sustainably deliver the materials needed to help grow the local economy and provide homes for local people, while minimising the impact on residents in and around the area. We believe that Bredbury and sites like it will enable us to support the Government’s house building targets over the coming years.”

“It was great to meet Lisa and demonstrate the benefits of rail freight,” said Huw Merriman, the former government minister who represents the Rail Freight Group. He applauds the reduction in pollution, road damage and congestion which rail freight helps deliver. “Tarmac’s products provide new homes and jobs for local people. In the UK, we only deliver seven per cent of freight by rail, and we can do much more. We are pleased that Lisa shares our ambition that proposed reforms of the railway must retain the legal certainty and pricing incentives and encourage freight growth on the railway.”

The Port of Seaham currently handles regular cement deliveries by rail, connecting via a 400-meter siding to the Durham Coast Line. Morris said rail freight remains an underused asset that could unlock significant environmental and economic benefits for the UK and beyond.

Port visit reveals local economic importance

Last week’s visit gave Morris a chance to see the port’s busy operations firsthand. Accompanied by Tom Pattison from the port, and Huw Merriman and Martin Bignell from the Rail Freight Group (the latter two pictured), Morris praised the facility’s efficiency and local impact.

“The port employs over 90 people locally and plays a crucial role in our regional economy,” Morris said. “It was a valuable opportunity to see the impressive operations happening right here in my constituency — from importing and exporting to storage and logistics.”

Existing rail link offers a foundation for growth

The Port of Seaham is connected by rail via a dedicated siding to the Durham Coast Line, a key freight artery on England’s northeast coast. The siding was, at one time a loop which continued southwards, but now terminates at a modern industrial complex. The adjacent passenger line is mainly served by local trains, but operator Grand Central is to begin long-distance services to London from December. Further reporting on our sister service, RailTech.com.

Current traffic at the port is almost exclusively cement shipments. These are delivered from the Lafarge (formerly Blue Circle) works at Oxwellmains near Dunbar in Scotland (25 miles (40km) east of Edinburgh. The bulk of the journey, around 100 miles (160km) is routed via the East Coast Main Line. The Victoria Group, which owns and operates the port, handles approximately 300,000 tonnes of freight annually across its operations, including Seaham. The twice-weekly cement trains are operated by Colas Rail.

Calls for better rail freight support – and wagonload?

Morris urged government and industry to better support rail freight infrastructure and services. “Rail freight is an underused asset,” he said. “There’s huge potential here, and I’ll continue working to ensure rail freight is better supported and utilised.” Using facilities like Seaham for more varied rail freight opportunities is a matter of some debate in the UK. At the same time, the future of short formations and wagonload is coming under pressure on the Continent. In Germany, there are potential moves in the opposite direction. RailFreight.com will be looking at the UK angle in greater detail in the next Friday Freight Path opinion column (15 August).

Joining Morris on the visit were two leading rail freight figures. Huw Merriman, former Minister of State for Rail and HS2 and now Chair of the Liverpool-Manchester Railway Partnership Board. Merriman has also recently become a paid consultant to the Rail Freight Group. Martin Bignell, the Rail Freight Group’s Scottish and Northern Representative since 2021, was also present. Both advocated for expanding rail freight capacity and highlighted its strategic importance for the UK’s sustainable transport goals, and Seaham seems a good place to start.

The scheme, part of the government’s “Plan for Change”, is being hailed as a housing boost for first-time buyers and renters. However, rail freight and passenger advocates are urging ministers to ensure that future transport needs are not forgotten in the rush to develop.

A billion-pound build backed by rail

The UK Department for Transport has announced a £1 billion (€1.18bn) scheme to transform disused railway land into new communities. Sites in Manchester, Newcastle, Nottingham and Cambridge are already earmarked for development. The government-owned Platform4 company, launched this week, will consolidate the roles of London and Continental Railways (operators of the Eurostar route) and infrastructure agency Network Rail’s property arm to accelerate delivery.

“Platform4 will breathe new life into these spaces,” said Transport Secretary Heidi Alexander. “We’ll deliver tens of thousands of new homes as part of our Plan for Change promise to build 1.5 million homes, while reviving communities around rail stations.”

Rail freight’s critical role

Rail freight is being positioned as a key enabler of the initiative. The Rail Freight Group welcomed the move but warned of potential unintended consequences if logistics needs are overlooked. “Rail freight must have efficient terminals across the country to operate,” said Maggie Simpson OBE, Director General of the RFG. “It is essential that government plans do not inadvertently restrict the availability of sites for rail freight, or hamper the operation of existing locations through inappropriate adjacent development.”

With every freight train carrying enough materials to build 30 homes, the capacity to serve brownfield regeneration is significant. Sites like Manchester’s Mayfield regeneration zone already benefit from proximity to rail infrastructure. That city centre site had been a passenger terminal, adjacent to contemporary Piccadilly Station, and has also served as a light logistics hub. Notable, though, is the absence of any mention of expansion of the congested Castlefield Corridor in the proposals.

Not a new idea, but a timely one

The reuse of railway land is not a novel idea. Britain’s network is dotted with former goods yards, depots and marshalling yards that once thrummed with activity but now lie dormant. Modern rail freight often requires less physical footprint than its heavy-industry predecessors, making many of these sites ideal for either redevelopment or renewed logistics use, or both, if planned intelligently.

The need to remediate brownfield land has also been highlighted as a major opportunity for rail freight operators. With construction aggregates in short supply and demand for sustainable transport growing, delivering materials by rail to these sites makes environmental and economic sense.

Passenger benefits—if provision is made

There’s also scope for improvement in the passenger network. Building homes adjacent to active railways offers communities convenient access to public transport and reduces car dependency. However, experts caution against the loss of future rail capacity.

Development on railway land almost always precludes future use for railway purposes—unless at least passive provision is made. Successive UK governments have failed to appreciate this, and short-term thinking can permanently restrict long-term transport growth.

Private partners on board

Platform4’s ambition to attract more than £350 million in private investment is already drawing interest. Housing developers like Keepmoat and Grainger plc have welcomed the focus on well-connected brownfield locations. Helen Gordon, CEO of Grainger, said the scheme was “most welcome”, adding: “These well-connected locations are ideal for delivering the high-quality, sustainable homes we need.”

Bek Seeley, chairing the newly launched company, brings experience from regeneration projects including London Euston and London’s Elephant Park, centred on the Elephant and Castle station redevelopment, as reported by RailTech.com.. “We will create sustainable places that bring communities and customers together and leave a positive legacy for future generations,” she said.

Homes, jobs and a rail-connected legacy

These sites exemplify the government’s “brownfield-first” approach, but also underscore the importance of safeguarding what remains of Britain’s strategic rail estate. The challenge now is to strike the right balance: building the homes Britain needs, without closing the door on the rail capacity it may still yet require.

It’s not the first time there has been a high-speed plan to build on railway land, but, for some reason, there was high-level resistance to naming the project Housing Scheme Two, or abbreviating it to the more manageable … “HS2”.