MPs have recently been debating whether more goods should be moved by train to reduce HGV journeys, congestion and emissions on the UK’s roads.
The debate, held in Westminster Hall on Wednesday 3 June, focused on the role of rail freight in Britain’s transport network, with MPs being told that rail currently makes up around 7% of the country’s freight, compared to Europe with an average of around 19%.
In 2023 the UK government set its target to grow rail freight by at least 75% by 2050, to support economic growth and remove lorries off roads - cutting emissions and congestion. According to figures cited in the debate earlier this month, rail freight forestalls around 7 million HGV journeys each year and contributes an estimated £2.5bn in economic and social value.
The discussion comes as the UK continues to face pressures regarding road capacity, driver shortages, and the reduction of emissions. Rail freight supporters argue that moving more long-distance and bulk freight by train could ease congestion on key road corridors, and in turn reduce road wear and support decarbonisation without removing the need for HGVs in first-mile and last-mile operations.
The main question, however, is how far can this shift go? Most of the UK’s domestic freight market still depends on road transport. This is due to its flexibility, delivery speed, customer locations and lack of suitable rail-connected sites, whereas rail freight is more competitive for longer-distance, high-volume flows and goods moving between ports, terminals and distribution hubs.
The MPs debate highlighted an ongoing concern in the logistics sector: rail freight growth is dependent on terminal capacity, network access, timetable planning and investment in routes that can handle heavier and longer freight trains. Industry bodies have continuously warned that freight operators need certainty regarding access to the rail network - especially as rail reform continues to progress and the Great British Railways takes shape. Without reliable paths, terminal development and competitive costs, modal shift from road to rail is unlikely to happen at the scale that ministers are requiring.