contents...marketplace and vans are now the fastest growing element of the road freight sector....

2 Draft Freight Implementation Plan

Contents

1. Introduction 3

2. Role of Freight 4

3. Existing Conditions / Current Issues 5

4. Aspirations for Tees Valley Freight Network 21

5. Interventions 22

7. Action Plan 25

Draft Freight Implementation Plan 3

1. Introduction

Tees Valley Combined Authority is the local transport authority for the Tees Valley. This is the Tees Valley Freight Implementation Plan, part of the first Strategic Transport Plan for the region, for the period up to 2029. It has been developed by the Combined Authority in collaboration with our five constituent Local Authorities, Darlington, Hartlepool, Middlesbrough, Redcar & Cleveland and Stockton-on-Tees.

The Combined Authority has ambitious plans to grow the region’s economy and our Strategic Economic Plan aims to create 25,000 new jobs and deliver an additional £2.8billion into Tees Valley by 2026. We are also developing a Local Industrial Strategy, an agreement between us and the Government on how we will improve our economy over the next ten years and how this will feed into the Government’s overall UK strategy.

In order to ensure that everyone in Tees Valley is able to work, study, enjoy and fully participate in these ambitious plans for the future, we need a world-class transport system that also encourages inward investment. Transport is about connecting people and businesses in Tees Valley and beyond. Delivering a world-class transport system that is fit for the future is a critical enabler for the success of the area.

In preparing the Strategic Transport Plan, a framework was developed based upon six themes, which are closely linked and will all require improvement in order to meet the overall transport vision for the Tees Valley. The six key themes are:

National Rail.

Major Roads.

Connecting Economic Centres.

Unlocking Key Sites.

Local Journeys.

Deliver Social Equality and Protect and Enhance the Environment

To support the Strategic Transport Plan itself, a series of Implementation Plans have been prepared which go into more detail on the current and future issues, and the interventions needed, across the six themes listed above.

This Freight Implementation Plan aims to recognise the contribution that the sector makes to economic growth, puts forward proposals to support freight and logistics, whilst examining any negative social impact associated with growing freight movements and proposing mitigating measures. The strategy considers the activities of all modes of freight transport and complements the other daughter documents, particularly the Road and Rail Strategies.

As with the Strategic Transport Plan, we are looking for feedback on this supporting document, before it is finalised towards the end of 2019. Please visit our website to provide your input.

www.teesvalley-ca.gov.uk/consultations

Our vision for Tees Valley is:

To provide a high

quality, clean, quick, affordable, reliable and safe transport network

for people and freight to move

within, to and from Tees Valley.


2. Role of Freight

The freight and logistics sector has a key role to play in delivering the Tees Valley Strategic Economic Plan. The freight sector is a key enabler in terms of investment, jobs and economic wellbeing. The efficient movement of goods is vitally important for economic success, as it allows the raw materials and finished goods that we manufacture to reach their destinations. Any improvement in efficiency offers a significant opportunity for economic growth through increases in productivity.

The freight industry lies almost entirely in the private sector, which makes significant economic investments each year and which provides industry, commerce and the wider population with a level of service that generally does not rely on public sector investment. Logistics is a highly competitive and commercially driven sector which operates in a global marketplace where low operating margins are not uncommon. There is little security of business and many operators carry freight on a ‘spot’ basis, that is, as and when required. The sector requires high levels of investment in both infrastructure and equipment, largely on a speculative basis, and in markets that are vulnerable to external factors such as shifts in trade, competition, government policy and fuel prices.

The sea freight and rail freight sectors in particular are based on significant capital costs and long asset life. Ship and freight train operators require significant third party infrastructure and a critical mass of tonnage to underwrite the cost of providing a service. Similarly, port and terminal operators who provide that infrastructure have to plan long term investment in a sector that operates in a very dynamic marketplace.

The Tees Valley is an important link in the UK’s supply chain, providing an international gateway for the movement of goods in and out of the country and a key hub for the transport of domestic freight. We are proud to have one of the UK’s biggest port complexes and England’s largest exporting port as part of our transport infrastructure, an international airport, and a network and road and rail routes which give the City Region good access to national and international transport links.

The A1(M) and A19 provide north-south links, and the A66 and A174 east-west road links. In terms of rail, the Tees Valley network provides both passenger and freight connections, with direct routes to London and other major cities. Darlington’s railway station is located on the East Coast Main Line and provides rail connections southwards to London and northwards to Glasgow and Edinburgh in a little over two hours. Teesside International Airport offers flights to a number of UK destinations and Schiphol, Amsterdam.


3. Existing Conditions / Current Issues

Overview

Efficient logistics requires a comprehensive freight transport network where all modes work together effectively for the benefit of the industry and the local area. In the Tees Valley there are 555 enterprises classified as ‘Transportation and Storage’, employing 16,500 people (Source: ONS Business Register Employment Survey). For its size and location within the UK, the Tees Valley punches above its weight, particularly in terms of exports.

Local port facilities on the River Tees export more than any other port in England and Tees Valley exporters have the highest value per exporter of goods in the country. The dominance of large companies exporting machinery and chemicals reflects our strong manufacturing sector. Data for the ports of Tees and Hartlepool shows that we are operating within a global, deep-sea market and handling a large range of commodities including both raw materials and finished goods.

By road, the single biggest area of freight for Tees Valley is food products, pushing the movement of chemicals into second place. The greater than national average length of haul for the Tees Valley suggests that the City Region’s freight hinterland is actually wider than that for other areas.

Freight by rail is still dominated by large, bulk movements serving major industry in the area. However, the daily intermodal services to Scotland, the south and east of England extend the Tees Valley hinterland further and suggests greater potential for the port to act as a UK gateway for imported consumer goods if rail, together with good road access, provide a cost-effective and resilient point for onward distribution.

Key statistics relating to freight in the Tees Valley include:

16,500 people employed in the sector;

825 logistics companies located in the City Region;

Home to the 9th largest port in the UK; and

The sector contributes £533 million of Gross Value Added (GVA) to the City Region’s economy each year.


Key Strengths

Deepest port facilities on the east coast with open access to the sea

Good availability of brownfield sites

Enterprise Zones

Main freight sites connected by good road and rail infrastructure

Relatively uncongested roads and economic centres

Long-established daily rail and sea connections for shipping containers

Extensive pipeline network for liquid bulk movements

Supportive planning regimes

Major industrial cluster and key manufacturing sites

Strong supply base for exports

Competitive rates for land, warehousing and road haulage

A local airport with proximity to main freight sites

Almost half of the UK population is within a 4.5 hour drive for a lorry

Road

Heavy Goods Vehicles are defined as goods-carrying vehicles with a gross vehicle weight over 3.5 tonnes while Light Goods Vehicles are essentially vans with a gross weight of 3.5 tonnes or less.

In 2006, there were just over 4,600 HGVs registered in the Tees Valley City Region. By 2015, this had reduced to just over 3,600 whilst the number of Light Goods Vehicle (LGV) registrations has increased from just under 3,000 to almost 74,000. This decline in the number of HGVs registered in the Tees Valley reflects the national picture. There has been a significant move nationally towards a greater number of light vans delivering goods to the marketplace and vans are now the fastest growing element of the road freight sector. Local data on road volumes confirms a decline of HGV traffic and a rise in LGV traffic.

30405060708090

100110120130140150160170

2000 2002 2004 2006 2008 2010 2012 2014 2016

HGVs vs. LGVs Tees Crossing (Indexed = 100)

LightGoodsVehicles AllHGVs


Despite the decline in the number of registered HGVs, they continue to be an integral part of the supply chain and it has been estimated by the Road Haulage Association that “85% of everything we eat, wear and buy and use is moved, at some point, on the back of a UK-registered lorry”. The type and weight of HGV carrying goods is, however, changing with a growing number of goods now carried by larger articulated lorries and a shrinking demand for smaller, rigid vehicles. The trend towards heavier, articulated lorries, but a decrease in HGVs overall, has been driven by operational economies of scale and government legislation which incrementally raised the maximum gross weight permitted on the roads.

The DfT’s annual Continuing Survey of Road Goods Transport suggests that the average length of haul in Great Britain for an HGV in 2016 was 90km, having increased moderately since 2004 when it was 87km. Some regions have actually seen the average road haulage distance reduce, but the figure for Tees Valley-based HGVs has increased to 121km. This reflects the City Region’s position as both a major centre for process and manufacturing and home to one of the UK’s major ports, but also includes a particularly significant increase in products either mined or quarried from 48km to 152km.

In 2016, 25% of Tees Valley’s lorry miles were ‘empty’, i.e. for 25 miles in every 100 miles travelled. This figure has been steadily decreasing having peaked at 34% five years ago and is significantly below the GB figure which has increased to just over 30.

Of an estimated total of 28 million tonnes, the greatest tonnages by road, either into or out of the Tees Valley, in 2016 were:

Waste 4.9 million tonnes

Metal products 3.3 million tonnes

Food, drink and tobacco 3.1 million tonnes

Coke and Petroleum 2.7 million tonnes

Chemicals 2.9 million tonnes


In terms goods moved (tonnes lifted multiplied by kilometres), there have been significant increases for the Tees Valley in the movement of food, drink and tobacco products, coke / petroleum and waste in the last ten years. At the same time there has been a slight decline in chemicals and a more significant reduction in free-flowing dry bulk loads such as coal, finished steel or its ingredients, grain, sand, gravel, or similar materials.

The following chart illustrates the destination and origin of goods moved by HGV to and from the Tees Valley in 2016, highlighting the importance of road connections to other areas of the UK for the freight and logistics sector.

Tees Valley HGV Traffic Origin and Destination (Tonnes Lifted), 2016 (Source: DfT)

Agriculture, forestry, raw

materials9%

Food products, includ. beverages

and tobacco11%

Textile, leather and wood products

3%

Metal, mineral and chemical

products37%

Machinery and equipment, consumer durables

4%

Other products36%

2016 Tonnes Lifted by Commodity

TEES VALLEY50%

Rest of NORTH EAST 14%

NORTH WEST 7%

YORKS & HUMBER

18%

EAST MIDLANDS

4%

WEST MIDLANDS

3%

SCOTLAND4%


Key sites generating road freight within the Tees Valley are:

The Teesport Estate – there are over 2,000 HGV movements a day on average generated by activities at the Teesport estate. In addition to PD Ports’ operations, a number of other major companies are based on the estate that also generate significant levels of road traffic, e.g. Tesco, Asda, Northumbrian Water;

Port facilities at Hartlepool and both banks of the River Tees – although some facilities are rail-connected, the majority rely on road links for the transport of a diverse range of commodities including aggregates, grain, scrap, chemicals, steel, biomass, waste, petroleum products, retail goods and food.

Wilton Complex – this is a major centre for the process and energy sectors and generates significant daily movements of biomass, chemicals, biofuel and solid fuel;

Seal Sands / Port Clarence – also a major centre for the energy and process sector and a major source of tanker traffic on the local road network;

Billingham / Haverton Hill – generates a significant number of road movements relating to manufacturing, aggregates, waste, fertiliser production and shipping;

British Steel at Lackenby and Skinningrove - as a major supplier of constructional and specialist steel products, these two sites generate significant daily movements;


Major industrial estates – the Tees Valley has a significant manufacturing base and we have a number of business parks and industrial estates across the five boroughs, largely located close to key route network. Additionally, there are significant road volumes driven by activities at Newton Aycliffe in Durham, particularly along the A66 to and from Teesport.

The main strategic routes for road freight traffic are summarised in Table 1:

Table 1: Main Strategic Routes for Road Freight Traffic

Route Description

A66 Main east – west corridor for traffic connecting with the A19 arriving from the North or heading North out of the Tees Valley. It transverses four of the five boroughs from Redcar & Cleveland in the East to Darlington in the West. It is a significant access route for the Wilton complex, the Teesport estate, wharves and terminals on the south bank of the Tees and a concentration of freight-related operations eastwards along the A66 corridor. It also connects the Port and industrial Teesside with major manufacturing and warehousing developments around the north of Darlington area and provides a direct connection with the A1 for southbound routes and the main trans-Pennine A66 route between the A1 and M6. Northbound vehicles cannot access the A1(M) from the interchange south west of Darlington.

A68 Primary access road between the Faverdale development at Darlington and the A1(M)

A174 Main east – west corridor for HGVs between Redcar and East Cleveland and the A19, particularly for freight originating from the South or heading South

A19 Main north – south route within the Tees Valley, intersecting with the A66 at the A19 viaduct, the primary road crossing over the River Tees. Provides a connection to the A1(M) south of the Tees Valley via the A168.

A1085 The Redcar Trunk Road connects Redcar to the A66. Serves the British Steel mills at Lackenby, Redcar Bulk Terminal, the north side of the Wilton complex and other freight-related operations along the Redcar Trunk Road.

A1053 Runs alongside the western edge of the Wilton complex and connects the A66 and A1085 to the A174 primarily for southbound HGV traffic or lorries originating from the South. An important link serving Redcar Bulk Terminal, Teesport Estate, British Steel at Lackenby and the Wilton complex.

A1046 This road runs east –west, almost parallel along the north bank of the River Tees, connecting the major centres of industry in Billingham, Haverton Hill, Port Clarence and Seal Sands that have a long historical association with the petrochemical industry

A689 The A689 is the primary east – west dual carriageway north of the River Tees, traversing the boroughs of Stockton and Hartlepool. Beyond the Tees Valley boundary, it provides a direct link with the A1.

A178 This runs north – south along the western boundary of major petrochemical complexes and waste facilities at Port Clarence and Sea Sands. It provides the main means of access for these facilities together with the A1185

A1185 The Seal Sands Link Road provides an east – west link for the petrochemical complexes at Seal Sands and Port Clarence, connecting the A178 with the A689 while avoiding major centres of population in Billingham and Hartlepool.


The Tees Valley does not have the levels of urban centre congestion seen in other areas, but does have significant pinch points of congestion across these key freight routes which affect network efficiency. The top five busiest HGV routes across the Tees Valley are set out in Table 2.

Table 2: Busiest HGV Routes in Tees Valley

Route Section Average No. of

Vehicles per day

% of HGVs

HGVs All Veh

A19 Tees Viaduct 7,439 107,585 7%

A66 East of A19/A66 4,705 87,431 5%

A19 South of A174 4,362 30,270 14%

A19 North of A689 4,088 50,395 8%

A66 West of Cargo Fleet Lane Roundabout

3,570 47,261 8%

The two busiest sections of the Tees Valley road network for HGVs and other vehicles are the A19 Tees Viaduct and the A66 east of the Tees Viaduct. HGVs on routes between the Teesport and Wilton area and the A19/A689 interchange are currently experiencing between 30 and 40 seconds of delay for every kilometre travelled in the morning and evening peaks.

However, the HGV accident rate in the five Tees Valley Local Authorities is lower than the average for the rest of the North East and Great Britain.

Rail

The movement of freight by rail in the Tees Valley area goes back almost 200 years when coal was first transported to a wharf on the River Tees by the Stockton and Darlington railway. The Tees Valley is still a major hub for the movement of rail freight and we retain a


number of rail-connected freight facilities operating at Middlesbrough, South Bank, Teesport, Redcar, Lackenby Wilton, Boulby Mine, Skinningrove, Port Clarence and Hartlepool (Hartlepool 20" Pipe Mill and the Power Station). These are supported by large marshalling yards at Thornaby (Tees Yard) and Middlesbrough.

Our local rail freight infrastructure has largely developed on the basis of major flows of dry and liquid bulks to and from private sidings or port facilities, relating to the area’s position as a major centre for petrochemicals, steel-making and power generation. We also have a long history as a major centre for intermodal traffic which involves the transportation of freight in a shipping container via multiple modes of transportation (rail, ship, and HGV), without any handling of the freight itself when changing modes.

The Tees is the only port in the North of England with existing daily intermodal rail services operating directly from quayside facilities. The Tees Valley has two intermodal facilities which have deep-sea berths and are rail-connected: PD Ports container handling operation at Teesport and A V Dawson’s Tees Riverside Intermodal Park close to Middlesbrough town centre. Both facilities have the capacity to handle intermodal trains up to 692m in length. Although this is short of the 775m benchmark now aspired to, it still exceeds the average length of intermodal trains currently on the network.

There is no longer an intermodal handling facility at Wilton as Freightliner relocated its operation to Teesport in 2014, but other operators have invested heavily in improving container-handling facilities. PD Ports invested £3 million in 2014 in its existing sidings to


create a new intermodal rail terminal adjacent to quayside container handling operations at their Teesport facility. Daily rail services for shipping containers currently connect Teesport with Doncaster iPort, Felixstowe and Scotland.

A V Dawson operates 10km of working sidings at its rail-connected deep-water terminal on the River Tees where it handles steel, dry bulks, containers and general cargo. In 2015, AV Dawson opened a £2.6 million intermodal rail terminal, the Tees Riverside Intermodal Park. The company also operates the adjacent Ayrton International Railhead which includes rail-connected warehousing and Middlesbrough Good Yard. Cobra Railfreight also handles dry bulks on this site.

There are two other major deep-water facilities on the River Tees that are handing dry bulk products by rail regularly:

Redcar Bulk Terminal – this is the deepest port facility on the East Coast of England and is part of a rail-connected site that covers in excess of 125 hectares and is immediately adjacent to the ex-SSI steel-making site which covers a further 800 acres. Prior to the demise of SSI, the terminal was handling about 90 trains each week. Although this has reduced by about 90%, and the terminal has historically been used for dry bulk imports, the facility is well-positioned to diversify into new trades. The terminal has already been identified as the point of export for coal from the West Cumbria Mine which, if all permissions are granted, will generate two full trains a day.

ICL UK Bulk Terminal - handles both imports, but mainly exports of salt and fertiliser mined 20 miles down the coast at the ICL UK Boulby Potash Mine. Both facilities have railheads and five trains a day transfer mined product to the export terminal. A further three trains each day take product to the Cobra Railfreight site in Middlesbrough.


In terms of liquid bulk handling, Navigator Terminals handles weekly movements of petroleum product at its Port Clarence terminal for Greenergy. The railhead is adjacent to Navigator’s riverside terminal at Seal Sands where they also handle imported product by ship.

Other active rail facilities are based at the various steel mills at Hartlepool, Lackenby (Redcar) and Skinningrove. Although steel-making has now disappeared, Tees Valley is still a major centre for steel-rolling and finishing, and trains are used to bring in unfinished steel for rolling as well as outbound finished product.

The volume of freight on individual rail lines varies and there is considerably more freight traffic generated by terminals south of the River Tees competing for capacity with passenger services between Darlington and Middlesbrough. The line between Stockton and Hartlepool, the first section of the Durham Coast Line to Newcastle, via Sunderland, has less freight. Much of the freight travelling over this section of the network is either coal from Tyne Dock to power stations south of the Tees Valley or biomass originating.

Sea

Tees Valley is home to two tidal, deep-water ports – Tees and Hartlepool. PD Teesport Limited is the statutory harbour authority for both ports.

The facilities at Tees and Hartlepool provide a significant role in international trade and in 2014, these facilities were ranked seventh in terms of estimated value of goods passing through (see Table 3).

Table 3: UK international trade by estimated value through the major ports, 2014

Rank Port Value (£'000s)

1 Felixstowe 74,526,911

2 Southampton 71,370,110

3 Dover 69,495,287

4 Grimsby & Immingham 61,889,947

5 London 53,475,195

6 Liverpool 36,452,763

7 Tees & Hartlepool 17,023,085

8 Forth 15,993,659

9 Milford Haven 14,440,368

10 Hull 11,943,205 Source: MDS Transmodal

In total, there are over eighty operational berths, the deepest of which near to the mouth of the River Tees offer a minimum depth of over 16m. These berths are operated by almost thirty different companies and are almost equally split between the north and south of the River.

There are approximately 10 miles of operational river which includes the deepest facilities on the East Coast, and lock-free berthing. This gives the Tees a competitive edge as it has fewer limitations on maximum vessel size than most other UK ports.


Tees and Hartlepool serve a global market in terms of imports and exports of raw materials and finished products whether presented as liquid bulk, dry bulk or general cargo. Of the ships that visit Tees and Hartlepool, none are passenger ships and most do not operate on the basis of a scheduled timetable, but rather are chartered to move particular cargoes on either a single voyage basis or over a set period of time usually for a single customer.

In 2015, Tees and Hartlepool handled 7% of all cargo tonnes through UK ports. The Port has consistently been in the DfT’s UK top ten ports in terms of cargo tonnes since the 1970s, following significant growth in the City Region’s petrochemical industry at that time on the back of major investment in land reclamation, capital dredging and major new terminals.

Much of the volume today is still handled by large, specialist terminals and driven by the needs of local industry with crude oil, other liquid bulks and dry bulk products dominating tonnages. A number of smaller wharves handle a mix of cargoes or operate engineering and support services to the offshore and shipping sectors. Freight ferries and container vessels carrying unitised cargo are the only ships using Tees and Hartlepool that operate as common carriers on the basis of a published timetable.


Nationally, 63% of cargo through UK ports is inward. Tees and Hartlepool, however, is an “export” port, whose higher outward tonnages largely reflect the trading activities and diversity of major local shippers. This is in contrast to a port such as Felixstowe, which primarily handles container imports fuelled by UK consumer demand rather than local manufacturing industry.

All liquid bulk traffic is handled via facilities on the River Tees. The reduction in North Sea crude oil drilling has driven down liquid bulk throughput on the Tees, but still accounts for over half of the liquid bulk handled through the Teesport. The majority of the Port’s dry bulk volume is also handled by major terminals on the River Tees, the largest of which in terms of size and throughput is the Redcar Bulk Terminal. The proposed export facility for York Potash will be just upstream of the Redcar Bulk Terminal.

Currently containers and other unit load traffic are carried on short-sea roll-on / roll-off ferries and container feeder vessels:

Short Sea Ferries – PD Ports’ Teesport facility has well-established freight-ferry links to the Continent with daily roll-on / roll-off (ro-ro) services for wheeled cargo currently operated by P&O Ferries for unaccompanied and accompanied freight units to Rotterdam and Zeebrugge. Shipper demand has been particularly strong on the Zeebrugge service which now operates six sailings a week and carries 100,000 units


a year, i.e. an average of 300 units loaded and discharged on each call. An additional ship was added to the Zeebrugge service in January 2015 and the company doubled capacity at their Zeebrugge terminal and improved rail connections into Central and Eastern Europe. Following the withdrawal of the DFDS service between Rosyth and Zeebrugge in May 2018, P&O Ferries announced a further 25% uplift in capacity on its Zeebrugge-Teesport route from June 2018 in order to create a “gateway to Scotland”. The Rotterdam ferry currently operates three days a week from Teesport. Although these are roll-on / roll-off services for wheeled cargo, they take a high proportion of containers as well as lorries and unaccompanied trailers.

Container Ships –Teesport has been handling container shipping services since the late 1960s when Bell Line established their lift-on / lift-off (lo-lo) riverside terminal. Now known as Teesport Container Terminal, and operated by PD Ports, the terminal has been augmented in recent years by a second adjacent facility within Tees Dock and an intermodal rail terminal linking the two. Scheduled container services are currently operated by Containerships UK Ltd, Unifeeder, MSC, MacAndrews CMA-CGM, BG Freightline, Seago Line and Feederlink, connecting Teesport directly with other UK deep-sea ports and major ports on the Continent and in the Baltic / Scandinavian region. As yet, Teesport does not offer any direct scheduled services beyond Europe and the Baltic but the feeder links with other ports provide an extensive trans-shipment network to provide links to onward deep-sea services and much of Teesport’s container growth is being fuelled by the deep-sea market.

Much of the growth in unit load traffic has been driven by the presence of major on-site distribution centres for Tesco and Asda and other major retailers within the Port’s wider hinterland who receive containerised imports from across the globe. The increased handling of these deep-sea boxes has underpinned a rate of growth that has surpassed other East Coast ports.

Pipeline

The Tees Valley is a globally renowned centre for the process industry with a number of companies clustered north and south of the River Tees and connected by a pipeline network, totalling 53km, which traverses the river and moves bulk liquids and gases between different sites across the Tees Valley and beyond.

Within the Tees Valley, the key sites connected by pipeline are:


South Tees – Wilton Complex, British Steel, Teesport; and

North Tees – Billingham, Haverton Hill, Port Clarence, Seal Sands, Greatham.

Although Sembcorp owns around 95% of the connecting pipeline corridors, the pipelines are owned and operated by individual companies who are integrated into specialist clusters relating to the process sector.

By 1994, the volume of domestic freight tonnage moved around Great Britain by pipeline had surpassed that carried by water (coastal or one-port shipping and waterway) or rail. By 2012 (the final year that the DfT published pipeline data) 7% of all domestic freight tonnage was transported by pipeline. The total tonnage in 2012, however, was the same as in 1997.

Although published data is not available for the Tees Valley pipeline network, in 2015, the port facilities on the River Tees handled 22 million tonnes of liquid bulk by ship. This provides some indication of the minimum amount that is handled by pipeline in our area.

Given that demand is largely generated by crude oil and refined petroleum products, it is unlikely that pipeline freight will grow in the short term. Longer term, a major project around Carbon Capture and Storage for the Tees Valley’s major industrial producers of carbon could present greater opportunities for trading carbon dioxide as a commodity and, therefore, see growth in this sector.

Air

Durham Tees Valley Airport (DTVA) was recently taken back into public ownership by Tees Valley Combined Authority and renamed Teesside International Airport (TIA). This is a significant asset for the Tees Valley and its wider catchment area. It is located close to major freight facilities such as Teesport and has direct frontage to the A67 and the Bishop Auckland to Saltburn rail line.

The main runway is 2,291m long with an apron that can accommodate up to eight main stands for aircraft up to a wingspan of up to 51.99 m (for example, a Boeing 767).

A decade ago, both Newcastle Airport and DTVA handled 785 and 786 tonnes of air freight respectively. Since then, Newcastle has grown its passenger services, including long haul, and in 2015 had a throughput of 3,717 tonnes largely driven by the addition of Emirates flights. As DTVA, the airport stopped handling any significant air freight in 2015 and local freight forwarders currently route most cargo through Newcastle, Manchester and Heathrow. In some cases, cargo is taken north by road transport up to Newcastle Airport, consolidated with other cargo and then brought south again by road en-route to Heathrow.

The airport continues to handle small amounts of import freight on ad hoc chartered freighters and maintains a relationship with the Ukrainian airfreight specialist, Antononov, handling an Antonov 124 aircraft approximately twice a month, delivering items such as replacement time-critical machinery for local manufacturers.

A 3rd runway at Heathrow has the potential to expand Heathrow’s role as a major hub for regional connections but for TIA to grow freight volume, it would need to attract more dedicated air freighter business and / or long haul services. This will require some development of the customer base through investment in appropriate facilities and a cost structure that is attractive for both passengers and freight in what is a very challenging market.

http://www.teessidecollective.co.uk/


Direct rail access for freight, in addition to the existing road and air access, could create a powerful multi-modal interchange capability at the site. This offers the potential for not only warehousing and distribution facilities, but also processing and consolidation businesses that tend to cluster around interchanges. A combination of such facilities would have the potential to create a logistics and aerospace cluster of regional significance.

Summary of Issues

Currently the Tees Valley is not perceived as a logistics region and is competing against high levels of infrastructure investment elsewhere. A number of issues have been identified that are placing constraints on the freight and logistics sector in the City Region. These include:

Road transport is making a significant contribution to emissions in our area and the Government has identified Middlesbrough as one of a number of local authority areas that has roads in excess of the legal NO2 limits. Air quality is therefore an overarching significant issue given the impact it has on health and the threat of fines from the EU for failure to meet air quality emissions targets.

Carbon is also an important issue with freight movements contributing significantly towards global warming. The UK is obligated to reduce national greenhouse gas emissions by 80% relative to 1990 by 2050. The Tees Valley area needs to explore ways in which we can reduce the environmental impact of freight through adoption of modal shift and cleaner technologies

Congestion and pinch points on key HGV routes, e.g Tees A19 Flyover and approaches

Gauge clearance restricting the use of the rail line to the port facilities on the river Tees by larger freight trains.

Rail freight traffic generated by terminals south of the River Tees competing for capacity with passenger services between Darlington and Middlesbrough.

Under-utilisation of Thornaby Marshalling Yard and the site of the old Traction Maintenance Depot.

Lack of capacity on trans-Pennine rail routes as well as gradient and gauge restrictions.

Teesside International Airport does not offer long-haul services and no longer has any freight handling equipment or the necessary facilities to accommodate exports or non-EU imports.

Other Challenges

The uncertainties of Brexit

Loss of steel-making and its supply chain

Adaptation to new markets, emerging technologies and changing models of distribution (including e-commerce and automation)

Perceived peripherality for accessing the majority of the UK’s consumer market compared to the Midlands ‘Golden Triangle’


The ad-hoc marginal nature of competing in the freight sector

Ensuring that full use is made of key assets such as the extensive pipeline network and deep-water

The ability of key junctions on the A66 to handle growing HGV traffic

Lack of suitable HGV driver rest facilities

Development of logistics skills base to address recruitment and skills issues

Limitations on government funding assistance for logistics operations

Development of an under-utilised land-bank

Lower level of transport infrastructure investment as compared to other regions


4. Aspirations for Tees Valley Freight Network

The overarching aspiration for the Tees Valley freight network is to make it easier and safer to transport freight by road, rail, sea, pipeline and air. This is particularly important at this current time due to the decline in the tonnages of goods in more traditional sectors within Tees Valley as a result of more widespread changes in the industrial sectors of the UK. There is now a significant opportunity for freight operators to look towards new growth areas and capture freight volumes from elsewhere.

Therefore, through the implementation of this Freight Implementation Plan, we are looking to:

Facilitate the development of the Tees Valley’s freight “offer” to support economic investment and prosperity not only for the Tees Valley but across the Northern Powerhouse;

Support the continued growth of the Tees Valley as a key hub for the international movement of goods through improved global connectivity;

Align our strategy to that of TfN and to increase the proportion of goods by-passing the road network of the South and the Midlands in favour of a more direct, cost-effective shipment through northern ports and rail terminals;

Ensure our transport networks maintain appropriate capacity and resilience, including the improvement of our main roads and links to the UK rail network;

Reduce the environmental and social costs of freight: noise, congestion, air pollution, accidents and carbon emissions; and

Enable the freight and logistics industry to respond effectively to external changes that will affect the way it operates, in particular the impact of innovation and technology including the ramifications of advancements in information and communications technologies and automation.

Key Opportunities

• The development of the 4,500-acre South Tees Development Corporation site

• Potential to explore benefits of Freeport status post-Brexit

• Well-placed to benefit from the development of rail freight links between China and

the Baltic ports where there is onward shipment to the UK

• Teesside Carbon Capture project will attract new investment

• Tees Valley is well-placed to be a major centre for the development of new

hydrogen-based technology

• Ongoing investment and growth in container traffic at the port

• Changing models of distribution for fast-moving consumer goods driven by the

growth of e-commerce

• Faster transit times to / from the rest of the UK through road and rail investment

In order to achieve our aspirations, a wide variety of interventions have been identified that together will achieve the desired outcomes within the specific context of the Tees Valley. These are set out in the following section.


5. Interventions

The strategy incorporates a balanced package of interventions which seeks to encourage the industry to change and develop in a way which is competitive and sustainable. The package seeks to increase the economic efficiency of the freight and logistics sector in support of the economic growth ambitions for the Tees Valley, whilst at the same time reducing any negative consequences of industry activities on the environment and local communities.

Infrastructure

There is a need to drive growth of freight traffic through Tees Valley by improving connectivity and enabling operators to offer more cost-effective services. Part of this will require investment in the transport network to ensure it has the appropriate capacity and resilience. Therefore, there is a need to:

Improve our main roads so freight can be moved quickly and safely. This means addressing specific problems on the major and local road networks to provide a transport network that is fit for purpose for freight.

Improve our links to the UK rail network so bigger trains can move more freight. This means addressing specific problems such as gauge clearance, train scheduling and train paths.

Specific interventions include improvements to the A66 corridor between the A1(M) and Teesport and the provision of a New Tees Crossing to relieve pressure on the A19 which are described as key priorities within the Roads Strategy.

It also includes the W12 gauge clearance of the Northallerton to Eaglescliffe rail line so it can be used by bigger freight trains as outlined within the Rail Strategy.

However, there are also additional infrastructure interventions required to specifically support road and rail freight including:

Addressing specific HGV access issues at key junctions such as Teesport Roundabout, Cargo Fleet Roundabout and Greystones Roundabout. Potentially also addressing some ‘tight' right-turns on the A66.

Support private sector organisations in addressing infrastructure issues so the network as a whole remains resilient and effective.

Develop initiatives for the intelligent use of road space, optimised signalling and automation, with a particular focus on the Key Road Network outlined within the Roads Strategy. This will include exploring new technologies and funding options for pilots and full implementation.

Potentially remodelling rail yard capability to optimise the layout and increase efficiency of operations.

Work with partner organisations to promote and encourage the trans-Pennine road and rail route upgrades to facilitate a greater degree of capacity and resilience.

Ensure that improvements made to the rail network to improve passenger services properly consider the effect on freight services and do not have a detrimental impact.


Land Use and Economic Policy

There are also a number of land use planning considerations that partners will seek to implement across the Tees Valley in support of the development of the Tees Valley’s ‘Freight Offer’. These include the following:

Challenge perceptions that the Tees Valley is not a logistics region through effective engagement and lobbying activities. In doing so we will seek to promote a logistics-friendly business environment to stimulate private sector investment.

Ensure that freight is integrated into land-use planning and simplify and streamline decision making processes such as in the Enterprise Zones.

Preserve rail network access where the case for retention can be made, as well as other initiatives that can be pursued via the planning process to enable modal shift of freight from road to other modes. This will include TVCA and local authority partners ensuring that suitable facilities are available to enable the transfer of freight to rail or water through the protection of existing sites and the provision of new sites. In pursuit of this we will produce an agreed map showing existing and potential strategic rail freight sites.

Identify and protect key sites for freight-related development, recognising the synergies between assets, e.g. a deep-water port on the East coast, and particular types of industry which rely on imports and/or exports where freight can be a significant cost.

Ensure rail’s potential is considered alongside road when new developments are being considered with an impact on freight flows.

Support the creation of suitable lorry parking and driver rest facilities in accordance with local and wider needs.

Assess the requirement for implementing “Operation Stack” style procedures within the Tees Valley, including identifying a suitable area to park and hold HGVs so as to limit the impact of any disruption and delay at the port on the Tees Valley highway network.

Environmental Considerations

Due to the environmental impacts the movement of freight can have in terms of air quality, noise, carbon emissions and other factors, it is important that measures to tackle or mitigate these impacts are included within this freight strategy. As such, we will:

Identify and implement opportunities to encourage accelerated uptake of low emissions vehicles and operational practices.

Address the requirement for alternative fuels infrastructure as part of wider development planning policies.

Encourage the transfer of large bulk movements of freight by road to other modes.

Ensure that freight-related operations on the Tees Estuary continue to co-exist with local nature

Undertake further work around developing a strategy for ‘greening’ freight.


Working with Partners

Given the nature of the freight and logistics sector it is very important that all of the interventions identified above are taken forward by engaging and working with partners within the sector and the wider transport industry, including those that look after the network assets.

By working with partners, the needs of freight operators and users can be properly articulated and understood so that we, our local authority partners and other network providers/operators such as Highways England and Network Rail can address these through our investment plans going forwards.

We will therefore develop a working framework for collaboration between the public and private sector building on the work done to date with our neighbouring authorities in the North East and North Yorkshire and Transport for the North.

In 2017 and 2019, TVCA and the North East and North of Tyne Combined Authorities jointly hosted regional sea freight events for North East shippers.

Since 2015, TVCA has been working closely with Transport for the North and other city regions to develop a pan-Northern transport strategy that recognises the critical role of freight as an economic enabler.

TVCA works closely with the North East Combined Authority, North of Tyne Combined Authority, North Yorkshire County Council and Cumbria County Council to develop a shared vision for rail services.

In 2020, TVCA will hold a rail freight workshop for operators and stakeholders to develop a greater understanding of the Tees Valley’s opportunities and challenges.

TVCA meets regularly with the Department for Transport, Highways England and Network Rail to ensure that the Tees Valley’s role as a key logistics hub is recognised and not constrained.

6. Action Plan

What? How?

Action Description Outcomes Milestones Timescale Lead

ALL MODES

1) Ensure the local freight sector has the capacity and capability to support economic growth ambitions.

As an enabling sector, the freight and logistics industry can help to attract investment in the Tees Valley and support transformational growth locally and across the north of England. The sector has a key role in supporting the expansion of our primary capabilities, for example the Process Sector and Advanced Manufacturing, as outlined in the Northern Powerhouse Independent Economic Review. TVCA will support the sector where possible with targeted interventions where challenges and opportunities arise.

1) 25,000 new jobs

2) 23,000 new homes

3) £1 billion increase in GVA

Adoption of a Freight Strategy for the Tees Valley

2020 TVCA

Adoption of a Sector Action Plan for Logistics

2019 TVCA

Completion of TfN Strategic Corridor Studies

2019 TfN

2) Ensure the Tees Valley is recognised as a strategic UK logistics hub

Ensure that key partners, e.g. Department for Transport, National Infrastructure Commission, Transport for the North, Highways England, Network Rail and potential investors, are fully apprised of Tees Valley’s key freight assets, major challenges and opportunities and these are recognised in key strategies including:

Network Rail’s Continuous Strategic Modular Planning Process;

Network Rail’s Control Period Investment Programme; and,

Highways England Road Investment Strategy.

1) Appropriate investment

2) Improved connectivity

3) Increased sector growth in jobs and GVA

Adoption of a Freight Strategy for the Tees Valley

2020 TVCA

CP6 2019 to 2024

Network Rail

Road Investment Strategy II

2020 - 2025

Highways England


What? How?


3) Promote the Tees Valley’s offer to manufacturers, shippers and the wider logistics sector

Work with the sector and key partners to promote the area’s logistics offer for UK domestic distribution and international trade, focusing on the availability of land and excellent access for freight movements by road, rail, sea, air and pipeline.

1) Increased logistics footprint in terms of investment, number of enterprises, employees and square footage

2) Improved GVA

3) Tonnage growth across all modes

Tees Valley Pavilion at the NEC Multimodal exhibition

Annual TVCA

Production of a Logistics Handbook

2020 TVCA

4) Map the Tees Valley’s Strategic Freight Network.

Adopt a multimodal approach to freight challenges and opportunities by identifying key freight assets and interdependencies and developing a database of key players within the sector.

1) A better defined freight asset to inform investment decisions

2) A platform for a more integrated approach to working with the sector.

Develop a directory of key freight assets

2020 TVCA

5) Contribute to a shared freight vision and agenda for the North.

Work with TfN and Combined Authorities in securing transformation economic growth by addressing pan-Northern challenges and opportunities in collaboration.

1) Benefits that are aligned across sectors and geographical areas.

2) Transformational growth for the North

Completion of TfN Corridor Studies

2020 TfN

6) Develop the logistics estate to accommodate emerging distribution opportunities.

Work with public sector partners and the private sector to identify sites that could accommodate the development of ‘shovel ready’ sites, high bay warehousing and multimodal distribution activities along key freight corridors

1) New investment

2) Increased sector growth in jobs and GVA

Produce a map of priority sites

2020 TVCA

Updated Sites and premises study

2020 TVCA

What? How?


7) Support SMEs to take advantage of funding and development opportunities.

Support SMEs to adapt to new freight markets, emerging technologies and changing models of distribution (including e-commerce and automation).

1) Improved productivity

2) Jobs growth

3) Increased GVA

Ongoing engagement as opportunities arise

2020 TVCA

RAIL

8) Rail Gauge-Cleared routes to W12 standard between Eaglescliffe and Northallerton.

Work with Network Rail to deliver infrastructure improvements which will provide diversionary routes and enable larger shipping containers (height and width) to be moved to and from the port and other facilities on standard rail wagons without the need to route through Darlington Station

1) Better loaded trains

2) Reduction in rail miles

3) Greater capacity for passenger expansion on ECML

4) Greater service resilience

5) Environmental benefits of reduced mileage

Completion of GRIP 3

Dec 2019 Network Rail

Further development of scheme business case

2020 Network Rail / TVCA

Completion of infrastructure improvements

2023 Network Rail

9) Ongoing monitoring of capacity at critical rail junctions.

Work with Network Rail to ensure key junctions are not a constraint on rail freight growth.

1) Sufficient capacity for freight growth in the Middlesbrough and South Tees area

2) Enhanced capacity on the ECML by enabling Stillington Branch and the Durham Coast lines to carry more.

Annual Review Ongoing Network Rail / TVCA


What? How?


10) Ongoing monitoring of access for trains arriving at Teesport from the east.

Freight trains accessing facilities on the Teesport estate from the east, e.g. Boulby Mine, currently have to undertake a reversal on the Darlington- Saltburn line (DSN2). This manoeuvre occurs several times each day taking 20 minutes each time. We need to ensure that this does not become an issue for line capacity if traffic increases.

1) Maintain capacity Annual Review Ongoing TVCA

11) Develop joint approaches to increase capacity and gauge clearance along other key routes

Work with Network Rail, TfN and other Combined Authorities/ LEPs to secure more path availability and gauge clearance to W12 on key freight corridors connecting the Tees Valley economy to other parts of the UK.

1) Enhanced connectivity to other regions

2) Access to new commodity flows

3) Greater service resilience


2020 TfN

12) Support schemes to increase train speeds, length and weight capability on key freight between the Tees Valley and other parts of the UK.

Work with Network Rail, TfN, Combined Authorities, freight train operators and terminals to develop the rail infrastructure and rolling stock to:

operate freight services at least 60mph;

accommodate a 775m baseline length for intermodal trains (and 600m for other commodities); and,

enable heavier wagons to be carried by adopting Route Availability 10 as the desired standard

1) Better use of line capacity

2) Increased train productivity

3) Reduced emissions and carbon footprint

4) Customer service improvements


2020 Network Rail /

TfN

13) Reduce the use of diesel powered traction.

Explore the potential for alternative traction, particularly hydrogen, using cleaner fuel technology on rail infrastructure within local freight yards and terminals.

1) Improved air quality

2) Reduced noise levels.

Tees Valley Hydrogen project development

2020 - 2023

TVCA

What? How?


14) Monitor freight traffic on local rail network.

Undertake regular sampling of rail freight movements and provide ongoing analysis based on tonnages, units, frequency and commodities.

4) Addresses a current gap in freight data

5) Supports strategic planning and funding

6) Potential to highlight market synergies

Production of data on local freight movements

Minimum of twice pa

TVCA

15) Establish a local rail freight forum.

Identify key stakeholders who have an interest in working collaboratively to support the development of the Tees Valley’s rail freight offer including improved infrastructure and services that will increase the amount of freight carried by rail.

1) Potential efficiency savings for businesses

2) Investment and jobs growth

5) Better use of line capacity

6) Increased train productivity

7) Reduced emissions and carbon footprint

Initial Tees Valley Rail Freight Workshop to establish interest

2020 TVCA

At least one meeting pa

From 2020 TVCA

16) Safeguard rail freight infrastructure assets within the Tees Valley

Map current rail freight assets and work with Network Rail, Freight Operating Companies and companies with rail-connected facilities to ensure:

1) TVCA and stakeholders are fully consulted where Network Rail is selling or leasing rail assets or withdrawing rail assets from the operational network;

2) Rail facilities remain viable;

1) Tees Valley does not lose strategic rail freight assets and capacity

2) Tees Valley is investment-ready for rail-related opportunities

3) Future jobs growth

Network Rail consultations

Ongoing TVCA


What? How?


3) Tees Valley is well-placed to capture future rail-related investment opportunities including rail manufacturing supply chain;

4) Connections to, and within, the South Tees site are protected as land is transferred and new business opportunities developed; and

5) Ensure that existing and future freight needs are considered as part of any plans to expand passenger rail services or remodel the rail estate for passenger expansion.

Local Station Masterplans, e.g. Darlington & Middlesbrough

2019 – 2024

TVCA

ROAD

17) Secure at least one additional crossing over the River Tees

Work with Highways England and other partners and key stakeholders to identify the best solution to reduce congestion and delay on a key north / south route for HGV traffic.

1) More efficient utilisation of HGVs and vans

2) Reduced costs

3) Greater journey resilience

4) Improved logistics offer to business

5) Better access to key freight sites on the north bank of the Tees

6) Carbon reduction and reduced emissions

Highways England compliant business case prepared

2019 TVCA

Inclusion in final Road Investment Strategy II

2019 TVCA

What? How?


18) Secure appropriate improvements for freight on the A66 trans-Pennine.

Engage with Highways England and key stakeholders at each stage of consultation and planning to ensure that the current and future needs of HGV traffic are fully understood and addressed.

1) More efficient utilisation of vehicles

2) Reduced costs

3) Greater journey resilience with more predictable journey times

4) Improved logistics offer to business


Engagement and Options Consultation

2017 – 19 Highways England

Development Control Planning and Final Decision

2021 – 23 Highways England

Delivery 2028 Highways England

19) Develop a business case for a new northern link road at Darlington

Continue to develop the business case for funding a new route that offers improved access to Newton Aycliffe’s manufacturing sites and the northbound A1(M) and removes HGVs from residential areas.

1) Improved air quality

2) Reduced noise levels

3) Enhanced economic connectivity between Tees Valley and Durham


Proposition to DfT

December 2017

TVCA /

D’ton BC

Enhanced Strategic Outline Business Case prepared

Autumn 2019

TVCA /

D’ton BC

Initial National Roads Fund allocations finalised

Autumn 2019

TVCA /

D’ton BC

20) Improve HGV driver facilities on key freight routes.

Work with key stakeholders and partners to identify potential sites and funding sources for the provision of HGV driver facilities. Work with Highways England and local authority partners to embed consideration of HGV driver facilities into planning processes where infrastructure projects are likely to generate significant

1) Improved health and wellbeing for HGV drivers

2) Greater driver retention

Appraisal of current facilities and HGV parking issues.

2020 TVCA


What? How?


road freight beyond the construction phase. Also seek a coordinated approach with other combined authorities.

3) Reduction in inappropriate HGV parking

Work with local authorities and freight sector to establish future needs.

2020 TVCA

21) Enhanced road access for port facilities on the south bank of the Tees

Work with South Tees Development Corporation and Redcar & Cleveland Borough Council to unlock key freight assets and accommodate demand for port-related development.

1) Growth in freight-related activities and opportunities

2) Investment and jobs growth

New road connection providing enhanced link to the A66 from the South Bank Wharf area.

2019 STDC

Evaluation with partners of emerging demand.

Ongoing TVCA

22) Identify a potential site to accommodate an ‘Operation Stack’ type facility

Work with Redcar & Cleveland Borough Council, South Tees Development Corporation, PD Ports and private investors to:

Evaluate if and when such a facility might be needed

If appropriate, identify a potential site for overflow lorry parking close to Teesport able to accommodate HGVs and drivers unable to collect or deliver loads to Teesport berths due to adverse weather and other factors.

1) Ensure resilience of local road network when HGVs cannot access the port

2) Avoid inappropriate HGV queuing and parking on roads around Teesport

3) Improved driver welfare when HGVs cannot access the port

4) Greater security for loads

Evaluate potential impact on road network of:

post-Brexit customs clearances

sustained container growth

2020 TVCA

What? How?


23) Electronic Variable Message Signs (VMS) in advance of key junctions on main HGV routes.

Work with Middlesbrough Borough Council and Highways England (HE) to improve the Urban Traffic Management and Control (UTMC) system to alert HGV drivers to traffic congestion at key points, e.g. main routes to and from port, using real-time travel information. To include HE adopting the extension of fibre optic connections as part of future upgrades on the Strategic Route Network, e.g. A1(M), A19, A66, A174

1) Improved traffic flows


Re-contracting and expansion of UTMC

2020-21 M’bro Borough Council

Road Investment Strategy II

2020-25 Highways England

SEA

24) Develop a more collective ports offer to capture key freight markets

Work with STDC, the 30+ different companies operating wharves and terminals at the ports of Tees and Hartlepool, other port users and shippers to develop a more collective, integrated offer for key markets e.g. waste, containers, automotive, renewable energy and dry bulks

1) Increased share of key growth markets

2) Jobs and investment growth

3) Greater GVA

Logistics Sector Action Plan

2020 TVCA

25) Facilitate networking opportunities for companies involved in moving goods.

Organise twice-yearly freight workshops to provide a forum for sharing market intelligence, sector updates and discussions around key issues and opportunities.

1) Market development

2) More robust business networks

3) More coherent offer to shippers

Develop a programme of events

Twice a year

TVCA

26) Explore potential of developing a Free Trade Zone post-Brexit

Work with government, the South Tees Development Corporation and local stakeholders to develop a bid for a Free Trade Zone once responsibility for setting customs duties and tariffs is transferred from the EU to the UK.

4) Manufacturing Growth

5) Increase trade through port

UK withdrawal from the EU Single Market and Customs Union

2020 TVCA

27) Support the development of infrastructure to supply shore-side power to vessels

Work with the private sector, planning bodies and investment partners to investigate the feasibility of lower emission, direct power supply to vessels to reduce reliance on ship engines on berth.

1) Improved air quality in around the port area

Develop a ‘Greener Freight’ Strategy

2020 TVCA


What? How?


AIR

28) Grow airfreight from Teesside International Airport

Support the growth of airfreight services through TIA to provide the business sector with a local freight option for high value, time-sensitive consignments.

1) Global connectivity

2) Greater business resilience

3) Reduction in unnecessary road miles

Development of a plan for growth

Ongoing TIA / TVCA

Direct link to Heathrow and other major hubs

Ongoing TIA / TVCA

SKILLS & EMPLOYMENT

29) Address key skill requirements of local freight sector

Ensure local Further Education and Higher Education provision is aligned and able to meet existing and emerging skills needs of the freight sector so that local companies are able to fill vacancies by recruiting employees with the right skills.

1) Improved productivity

2) Greater customer satisfaction

3) Reduced operating costs

‘Inspiring Our Future’ Plan

2018-21 TVCA

30) Raise the profile of the freight and logistics sector as a career path

Develop and support partnerships between the private sector, industry bodies, school & adult careers advisors and training & employment providers to ensure that opportunities within the freight and logistics sector are actively promoted to adults and young people. This will increase access to related learning opportunities and jobs, and assist with the projected skills gap emerging from an aging workforce.

1) More residents and young people are aware of the sector

2) More young people are employed within the sector


2018-21 TVCA

31) Develop more provision around technology and innovation in transport

Work with the post-16 education and training sector to develop innovative, technology-based provision linked to key developments in transport, particularly where the Tees Valley has a strong competitive lead, e.g. hydrogen fuel and VR simulation.

1) Growth in higher level and technical skills base

2) Increase in GVA

3) Availability of higher pay levels


2018-21 TVCA

Tees Valley Hydrogen projects

2020 TVCA

What? How?


ENVIRONMENTAL

32) Ensure that freight-related operations on the Tees Estuary continue to co-exist with local nature

TVCA to encourage and support ‘habitat banking’ to mitigate against the impact of development on the Tees Estuary.

1) Preserve the ecology of the Tees Estuary


2020 TVCA

33) Support an increase in the use of alternative fuels for freight activities

Work with central government and other public & private sector partners to develop an alternative, reduced carbon, low emission fuelling infrastructure for rail, road and sea including LNG, bio-methane, hydrogen and electric.

1) Reduced greenhouse gases

2) Better air quality


2020 TVCA

34) Increase the use of cleaner and more fuel-efficient HGVs

Encourage local operators to adopt cleaner engines, e.g. Euro Vl, or retrofit equipment that will improve fuel efficiency, e.g. aerodynamic cab roof deflectors, side panels, low rolling resistance tyres and adopt in-cab technology (telematics systems) and improvement tools.

1) Reduced greenhouse gases

2) Better air quality


2020 TVCA

35) Reduce the environmental impact of road freight operations

Work with the public and private sector to reduce lorry and van movements in urban areas by identifying and developing a series of ‘green’ projects such as:

Examination of market demand for ‘last mile’ deliveries

Transfer of more goods to rail, sea and pipeline

Cleaner alternatives for ‘last mile’ logistics and courier type services, e.g. cycle logistics

1) Reduced costs



2020 TVCA

contents...marketplace and vans are now the fastest growing element of the road freight sector....

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