Based on previous electrification projects, Network Rail have produced a high-level estimate for electrifying the route into London Gateway of £17.5-30 million. However, as we anticipate more multi-mode locomotives (which can operate on electric and diesel power) coming into use, the long-term benefits of London Gateway electrification are expected to be much smaller. We will continue to work closely with Network Rail and industry partners to determine how best to achieve greater freight capacity in the area and how that could be funded, both publicly and privately.

Border Force operates a risk‑based approach to container security, focusing resources on identifying and intervening against higher‑risk movements of goods rather than physically inspecting all shipping containers entering the UK.

The Home Office does not hold centrally aggregated or routinely collated data on:

• the number or proportion of shipping containers physically inspected;
• the duration of container examinations or their impact on port processing times; or
• Border Force staffing levels specifically dedicated to container examinations.

It is therefore not possible to provide figures for the last three years on inspections, inspection times, staffing, or breach rates.

Border Force uses a range of risk‑based targeting systems to identify containers for intervention. The primary system for risking shipping containers is the Advanced Freight Targeting Capability – Shipping Containers (AFTC‑SC) platform. This capability is supported by intelligence and information from across government, including law‑enforcement partners, international partners, and other relevant government and commercial sources.

Container screening is supported by non‑intrusive inspection technology, including high‑energy X‑ray imaging. Where containers are selected for further examination, Border Force officers may also deploy specialist capabilities, including detector dogs and technical detection equipment.

Border Force works closely with port operators and partner agencies to ensure that security interventions are delivered effectively while minimising disruption to legitimate trade. The Department keeps its approach under regular review to ensure that it remains proportionate and effective. The effectiveness of this intelligence‑led approach is reflected in publicly reported Border Force enforcement outcomes.

Border Force operates a risk‑based approach to container security, focusing resources on identifying and intervening against higher‑risk movements of goods rather than physically inspecting all shipping containers entering the UK.

The Home Office does not hold centrally aggregated or routinely collated data on:

• the number or proportion of shipping containers physically inspected;
• the duration of container examinations or their impact on port processing times; or
• Border Force staffing levels specifically dedicated to container examinations.

It is therefore not possible to provide figures for the last three years on inspections, inspection times, staffing, or breach rates.

Border Force uses a range of risk‑based targeting systems to identify containers for intervention. The primary system for risking shipping containers is the Advanced Freight Targeting Capability – Shipping Containers (AFTC‑SC) platform. This capability is supported by intelligence and information from across government, including law‑enforcement partners, international partners, and other relevant government and commercial sources.

Container screening is supported by non‑intrusive inspection technology, including high‑energy X‑ray imaging. Where containers are selected for further examination, Border Force officers may also deploy specialist capabilities, including detector dogs and technical detection equipment.

Border Force works closely with port operators and partner agencies to ensure that security interventions are delivered effectively while minimising disruption to legitimate trade. The Department keeps its approach under regular review to ensure that it remains proportionate and effective. The effectiveness of this intelligence‑led approach is reflected in publicly reported Border Force enforcement outcomes.

Network Rail fully understands the expansion plans at both London Gateway Port and the Port of Tilbury and is assessing how the predicted uplift in traffic due to the terminal expansions can be accommodated.

Steps have already been taken to support rail freight growth out of both ports. Network Rail has worked with freight operators and London Gateway Port to accommodate the increase in freight traffic following the recent Gemini Alliance switch away from the Port of Felixstowe.

The Thameside Taskforce brings together officials from rail, ports and Local Authorities to focus on rail freight growth on the Thameside corridor. The Anglia Strategic Freight Board is made up of route executives, freight operators, freight customers and ports. Together they are working to support and co-ordinate growth initiatives for rail freight traffic using London Gateway Port and the Port of Tilbury.

His Majesty’s Government expressed strong support for the DP World investment in London Gateway at the International Investment Summit in October. No Government funding has been offered to DP World, whose investment recognises the attractiveness of the UK as a place to develop world-class infrastructure. However, DP World stands to benefit from the Thames Freeport as the owner of London Gateway port and logistics park, part of which was designated in November 2021 as a Freeport tax site. This investment is welcome and is vital to our economic growth and in helping to protect our global supply chains.

The relevant Statutory Harbour Authorities (SHAs) are DP World London Gateway and The Port of London Authority at the London Gateway port. We are proposing the enforcement is led by the SHA where the relevant berth(s) for the in-scope vessels are located, though the power to levy surcharges and to exclude ship-operators would (by default) apply to all. These proposals are however still subject to consultation.

Currently London Gateway port hosts no ferry operations. On this current basis London Gateway port would not be directed to surcharge or suspend ferry services.

Financial Support for rail flows was provided under the Rail Environmental Benefit Procurement Scheme (Intermodal) in 2009/10 and the Mode Shift Revenue Support (Intermodal) scheme in subsequent years.

The following table is an estimate of the funding awarded, including contributions from the Welsh Government, where appropriate.

As funding is awarded on a zone to zone basis, it is not possible to give an exact assessment of funding for freight flows from individual ports.

There were no awards for rail freight operations during this period at either Tilbury or London Gateway through the Freight Facilities Grant Scheme, which was closed in England in 2011.

Financial Support for rail flows was provided under the Rail Environmental Benefit Procurement Scheme (Intermodal) in 2009/10 and the Mode Shift Revenue Support (Intermodal) scheme in subsequent years.

The following table is an estimate of the funding awarded, including contributions from the Welsh Government, where appropriate.

As funding is awarded on a zone to zone basis, it is not possible to give an exact assessment of funding for freight flows from individual ports.

There were no awards for rail freight operations during this period at either Tilbury or London Gateway through the Freight Facilities Grant Scheme, which was closed in England in 2011.

The Department made no specific assessment of these commercial, operational decisions.

The impact on local road and rail network will have been assessed as part of the planning process. The London Gateway planning consents require various inland infrastructure works to reflect the scope of the development and the potential levels of business and traffic. This includes works on the A13, Junction 30 of M25, and rail freight links that are to be undertaken when specified threshold levels of port development, and for the associated logistics park, are reached.

It is not necessarily the case that the transfer of one contract from Tilbury to London Gateway will affect the overall balance of containers currently sent by rail and road. Like Tilbury, London Gateway is served by rail as well as road. The DfT is supporting financially some rail freight flows from Tilbury and London Gateway in recognition of non-commercialised benefits, such as for the environment, from using rail rather than road for freight.

None. This is a commercial matter for the parties concerned.

The Department made no specific assessment of these commercial, operational decisions.

The impact on local road and rail network will have been assessed as part of the planning process. The London Gateway planning consents require various inland infrastructure works to reflect the scope of the development and the potential levels of business and traffic. This includes works on the A13, Junction 30 of M25, and rail freight links that are to be undertaken when specified threshold levels of port development, and for the associated logistics park, are reached.

It is not necessarily the case that the transfer of one contract from Tilbury to London Gateway will affect the overall balance of containers currently sent by rail and road. Like Tilbury, London Gateway is served by rail as well as road. The DfT is supporting financially some rail freight flows from Tilbury and London Gateway in recognition of non-commercialised benefits, such as for the environment, from using rail rather than road for freight.

Inland connectivity and the efficient integration of transport modes is a key issue for a significant port development. The London Gateway planning consents require various inland infrastructure works to take place in order to aid modal integration.

This includes works on the A13, Junction 30 of M25, and rail freight links that are to be undertaken when specified threshold levels of port development, and for the associated logistics park, are reached. The Government is therefore liaising with the key stakeholders undertaking the works, such as DP World, Thurrock Council, and others to ensure that the transport works are appropriately coordinated.

Network Rail has advised that its recently published study of freight markets identified strong growth in demand for intermodal freight services over 30 years requiring the development of new terminals around major conurbations throughout the country.

The response to that demand, however, is properly a commercial matter for the private sector strategic rail freight interchanges concerned and the logistics and distribution markets.

Q2

.

Jackie Doyle-Price (Thurrock) (Con):

My right hon. Friend will recall visiting the London Gateway port in Thurrock, which is now open for business, but is he as appalled as I am to hear that Unite is picketing the potential clients of that port and encouraging its sister unions to boycott any ship that docks there? Is that not more evidence that Unite’s bully-boy tactics cost jobs, not save them?

My hon. Friend is absolutely right. I have visited the London Gateway port and it is one of the most compelling things I have seen in recent years about Britain’s industrial renaissance. It is an extraordinary investment that is going to be of huge benefit, bringing about 12,000 direct and indirect jobs. She is absolutely right about the dangers of union intimidation and bully-boy tactics. That is why it is important that we have a review and, frankly, it is important that both Unite and the Labour party take part in that review.

The navigation channels of the Thames Estuary and the Medway are in continual use by a wide variety of ships of every size including large container ships sailing in and out of existing port facilities on both the Thames and the Medway.

The port authorities have responsibility for the maintenance and necessary dredging of river channels in their area. Should there be a material change, in the channel or to alter the size and frequency of the shipping traffic in those channels, the port authority would carry out the appropriate assessments, including risk assessments, before carrying out dredging or other activity to maintain the channel or to allow additional shipping activity.

The navigation channels of the Thames Estuary and the Medway are in continual use by a wide variety of ships of every size including large container ships sailing in and out of existing port facilities on both the Thames and the Medway.

The port authorities have responsibility for the maintenance and necessary dredging of river channels in their area. Should there be a material change, in the channel or to alter the size and frequency of the shipping traffic in those channels, the port authority would carry out the appropriate assessments, including risk assessments, before carrying out dredging or other activity to maintain the channel or to allow additional shipping activity.

London Gateway, the new port and logistics park, is being financed and built by DP World. It has already taken delivery of the first five quay cranes. I have been assured that London Gateway is still on schedule to open its first berth this autumn.

London Gateway, the new port and logistics park, is being financed and built by DP World. It has already taken delivery of the first five quay cranes. I have been assured that London Gateway is still on schedule to open its first berth this autumn.