FREIGHT STRATEGY (DRAFT)

FREIGHT STRATEGY (DRAFT) October 2010 CONTENTS 1. INTRODUCTION 1.1 Local Context 1.2 Background 1.3 Purpose of the Strategy 2. POLICY CONTEXT 2....
Author: Bryce Sims
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FREIGHT STRATEGY (DRAFT)

October 2010

CONTENTS 1.

INTRODUCTION 1.1 Local Context 1.2 Background 1.3 Purpose of the Strategy

2.

POLICY CONTEXT 2.1 European Policy 2.2 National Policy 2.3 Regional Policy 2.4 Local Policy

3.

FREIGHT BY MODE: ISSUES AND CHALLENGES AIR FREIGHT

4.

WATERBORNE FREIGHT 4.1 Ports 4.2 Inland Waterways

5.

RAIL FREIGHT 5.1 Context 5.2 Major Railway Schemes 5.3 Trans European Network - Transport

6.

ROAD FREIGHT 6.1 Context 6.2 Traffic Data on East Sussex Roads 6.3 Maintaining and Enhancing the Highway Network 6.4 Satellite Navigation Systems 6.5 Major Distribution Centres 6.6 Lorry Parking 6.7 Fuel Efficient Vehicles 6.8 Safe and Fuel Efficient Driving 6.9 Restrictions on the Strategic Road Network

7.

VISION, OBJECTIVES AND POLICIES 7.1 Vision 7.2 Objectives 7.3 Policies 7.4 Role of the Local Authorities and Other Stakeholders

8.

STRATEGY ACTION PLAN 8.1 Context 8.2 Improving the Council’s Connectivity 8.3 Freight Quality Partnerships 8.4 Implementing a Freight Route Network 8.5 Interventions 8.6 Action Plan 8.7 Monitoring and Review

9.

REFERENCES 1

10.

APPENDICES Appendix 1 Appendix 2 Appendix 3 Appendix 4 Appendix 5 Appendix 6 Appendix 7

Appendix 8 Appendix 9 Appendix 10 Appendix 11

Policy Context Funding Mechanisms Definitions of Vehicles Map to show Annual Average Daily Traffic Flow on Roads in East Sussex Bridge Height Restrictions in East Sussex Weight Restricted Bridges in East Sussex Map to show environmental weight and width restrictions on ‘A’ and ‘B’ Class roads in East Sussex Map A – Lewes town centre Map B – Ditchling Map C – Peavehaven town Map D – Bexhill town Map E – Rye town centre Scale Map of Freight Route Network Freight Incident Form Freight Strategy Summary Equalities Impact Assessment Summary

FIGURES Figure 1:

East Sussex District/Boroughs, urban areas and key transport infrastructure

Figure 2:

Location plans for Rye Harbour port

Figure 3:

Location plans for Newhaven port

Figure 4:

Foreign domestic freight tonnage transported by water into and out of Newhaven 1998 - 2008 (in ‘000 tonnage)

Figure 5:

Indicative map of Great Britain showing high speed, conventional and domestic routes of the TEN-T network

Figure 6:

How distribution centres work

Figure 7:

Strategic map of the Freight Route Network in East Sussex

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1.

Introduction

1.1

Local Context

1.1.1 East Sussex is situated in the densely populated South East of England, with a population of approximately 512,000 people.i This is set to increase by an additional 28,000 people to 540,000 by 2026.ii 1.1.2 The landscape of the county is predominantly rural, with 66% designated as an Area of Outstanding Natural Beauty (AONB), including the High Weald AONB and the newly designated South Downs National Park. 1.1.3 The county has no motorway, and of the 3,402 kilometres of road in East Sussex, just 11.9 kilometres of road is dual carriageway. 1.1.4 Although the existing railway infrastructure is adequate, there is scope to make significant improvements to improve connectivity to other parts of the network. Even though there are a variety of road and rail improvements which would improve our transport network, significant new Government funding for infrastructure is likely to be limited. The council’s priorities for funding are the Bexhill-Hastings Link Road, the A21 Baldslow Link north of Hastings, the A21 Tonbridge-Pembury dualling, and A23 Handcross-Warninglid improvements scheme. However, we continue to lobby for further improvements through the appropriate channels. 1.1.5 The map below shows how the county is divided in terms of districts and boroughs, as well as key transport infrastructure and urban areas in East Sussex. Figure 1: East Sussex District/Boroughs, urban areas and key transport infrastructure Surrey Kent Forest Row Wadhurst

Upper Hartfield

High Weald AONB West Sussex

Ticehurst

Mayfield

Nutley

Crowborough

Burwash

A2 6

A275

Heathfield

Wealden

Winchelsea

2 A2

Ringmer

A2

Lewes

Camber A259

Battle

Lewes

Brighton & Hove

A26 8

Rye

Rother

1 A2

Newick

Ditchling

Robertsbridge

Uckfield

71

Fairlight

Hailsham

Kingston

Polegate Alfriston

Saltdean Peacehaven Newhaven Seaford

Hastings

Pevensey & Westham

Stations

A27

Pevensey Bay

A2 59

Railway lines A roads

East Dean & Friston

Eastbourne

Urban areas High Weald Area of Outstanding Natural Beauty (AONB)

South Downs National Park

South Downs National Park District boundaries

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1.2

Background

1.2.1 Freight is the transportation of goods or produce by road, rail, sea or air. It is vital to the national, regional and local economy, and is as important to the consumers as it is to the industry: ‘The UK logistics sector is worth £75 billion to the economyiii. It currently employs approximately 2.3 million peopleiv - 8% of the total employment in the UK, spanning some 196,000 companiesv’. 1.2.2 In East Sussex, road is the predominant mode of transporting freight. Although ideally more freight would be moved by sustainable modes, certain factors limit the sustainable transportation of freight in the county, including the quality of the rail and inland waterway network. 1.2.3 Recent years have seen an increase in the number of freight movements being made. During this time, there has been a change in how goods are distributed, and accessibility to a wider range of goods and services, not only from the UK but Europe and beyond, has contributed to globalisation of industry and an increase in international trade. This in turn has led to increasing pressure on the environment, especially from vehicle emissions. Although, in general, individual vehicle pollution levels are decreasing, the increase in the volume of (freight) vehicular movements means that emissions from road hauliers are increasing, with road freight accounting for 8% of UK CO2 emissions.vi 1.2.4 With greater emphasis being given to tackling climate change, with the introduction of the Climate Change Act in 2008, as well as moving the UK towards a low carbon economy, there is likely to be an increasing proliferation of measures aimed at reducing carbon emissions, which could have an impact on logistics operations in the future. 1.2.5 The vast majority of freight vehicles on East Sussex roads are serving the needs of industries and consumers of the county, who depend upon the freight industry for a wide range of goods and services. However, freight vehicles can create conflict with other road users and local communities, for example, when an HGV uses a route which is not capable of accommodating the width of the vehicle. It is important to manage, and where possible, reduce this conflict, whether actual or perceived. 1.2.6 Over recent years, many homes have acquired internet access, resulting in an increase in home shopping and the subsequent home delivery of goods. However, it is debatable as to whether home delivery of goods leads to a reduction in road journeys. Although consumers may make fewer shopping journeys, they in turn may make additional social journeys as a result of having this extra time. 1.2.7 Satellite Navigation (SatNav) also creates conflict with other road users and local communities. The main cause of contention is when large goods vehicles use SatNav technology designed for cars, leading drivers to using the shortest journey that does not consider the width, 4

topography or character of the local road network. This results in freight vehicles using inappropriate routes. 1.3

Purpose of the Strategy

1.3.1 This strategy updates the County Council’s previous Freight Strategy which was published in July 2004, and forms part of the overall transport strategy for the county set out in the Local Transport Plan (LTP). It will be the framework by which freight issues in the county will be addressed, and these issues will be delivered through the Strategy’s Action Plan. 1.3.2 To ensure the successful delivery of the Action Plan, there will need to be co-operation from a wide range of stakeholders, including the freight industry, local Government organisations and local communities. It is important for the County Council to develop good working relationships between the freight industry and communities to minimise the negative impacts of freight transportation. Improving such relationships will help to alleviate the actual and perceived impacts caused by freight on our local environment. 1.3.3 The success of the Freight Strategy is also dependent on identifying cost effective solutions where feasible, and seeks to identify clear priorities in order to maximise the benefits of limited funding. 1.3.4 Although this strategy looks at how all freight modes can be transported more sustainably in East Sussex, emphasis will be on tackling road based freight movements, as this is the main mode of freight transport within the County.

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2.

Policy Context

2.1

This chapter sets out the policy context for how the key elements of European, national and local policy, along with an update on the regional context, shape the direction for transporting freight into, out of, and around East Sussex. A comprehensive summary of the relevant policies can be found in Appendix 1.

2.2

European Policy Key issues in European policy documents with specific regard to freight are to: • • • •

2.3

Shift the balance between modes of transport to more sustainable modes, namely rail and water, Eliminate bottlenecks, Place the users at the heart of policy, Reduce greenhouse gas emissions by 16% from the UK non-traded sector by 2020 on 1990 levels.vii

National Policy Key issues in national policy documents with specific regard to freight are to: • • • • • • • •

2.4

Encourage the transfer of freight from road to inland waterway, short sea shipping and rail, Double the amount of freight on rail over a 30 year period, Have a healthy transport network, capable of fulfilling the expectations of the freight industry, which is vital for the economy, Support national economic competitiveness and growth by delivering reliable and efficient transport networks, Tackle climate change in the most cost-effective way in order to deliver future economic and social objectives, Contribute to better safety, security and health and longer life expectancy by reducing the risk of death, injury and illness arising from transport, Improve quality of life for transport users and non-transport users and promote a healthy natural environment, Reduce emissions by 34% by 2020 on 1990 levels and 80% by 2050.

Regional Policy

2.4.1 In July 2010 the South East Plan (SE Plan), which was the Government’s Regional Spatial Strategy for South East England, was revoked, and will be abolished through the Decentralisation and Localism Bill. The SE Plan had set out the amount of housing which each Borough and District Council was expected to deliver by 2026. However, the loss of the SE Plan has meant that all decision making powers on housing and planning have been returned to local councils, and these housing allocations are no longer prescriptive. This may affect 6

the approach the respective local planning authorities take to the amount of housing in their area up to 2026. 2.5

Local Policy Key issues in local policy documents with specific regard to freight are to: • • • • • • • • • • •

2.6

Acknowledge the significance of transport infrastructure and services to the economic vitality of the county, Take into account the needs of all road users, Ensure traffic uses appropriate roads for journey purpose/length, Tackle congestion and deliver accessibility, safer roads, better air quality and other quality of life issues, Concentrate large volumes of traffic, particularly HGVs, on main roads and away from sensitive local roads, Acknowledge that the opportunities to transport waste and minerals by rail and water in the county are limited, Raise awareness and provide sustainable development in order to minimise the number of road based freight movements, Be aware that road travel is the industry’s (current) favoured option for transporting freight into, out of and around the county, Consider climate change in all policy development, Reduce CO2 emissions over the three year period 2008/09 2010-11 by 10%, Protect existing/disused sites with potential suitable interchange locations, including railway lines and sidings, when developing Local Development Frameworks (LDFs).

Local Enterprise Partnerships

2.6.1 Councils are being encouraged by Government to engage further with local businesses and communities, and set up Local Enterprise Partnerships (LEP) with the aim of supporting economic growth. The County Council is proposing an LEP for East Sussex, Enterprise – East Sussex (EES), and is proposing to focus on the following principal project areas: • • • •

Hastings and Bexhill, Eastbourne, Hailsham and South Wealden Newhaven, and Continuing developments in Hastings, Eastbourne and other town centres to secure economic vitality.

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FREIGHT BY MODE: ISSUES AND CHALLENGES 3.

Air Freight

3.1

There are no airports in East Sussex, however, the close proximity of Gatwick Airport and the level of freight it carries has implications on freight distribution in East Sussex. The amount of air freight handled at Gatwick shows a reduction from 108,000 tonnes to 75,000 tonnes between 2008 and 2009, which means a year on year reduction of 31%.viii

3.2

Although the White Paper 'The Future of Air Transport' (2003), provided for two new runways in the South East to 2030, the current coalition Government has decided against new runways at Heathrow, Stanstead and Gatwick.

3.3

Crawley Borough Council’s Core Strategy provided for the possibility of a second (wide spaced) runway at Gatwick at some point in the future. However, given the coalition Government’s stance on airport expansion and localism, it will be for Crawley Borough Council to decide whether it wishes to continue with this policy in the Review of the Core Strategy, which is currently underway. Notwithstanding, Sir David Rowlands, Chairman of the Board of Gatwick Airport Ltd, announced that a second runway will not be considered any time in the foreseeable future, albeit there is a focus on increasing the passenger capacity and revenue of freight through the single runway airport.ix

3.4

The White Paper also considered that Lydd Airport, otherwise known as London Ashford Airport, and Shoreham Airport, could play a valuable role in meeting local demand and could contribute to regional economic development. The Paper recognises the potential for development at these airports. A planning application for some extension of activity at Lydd airport has been called in for determination by the Secretary of State (February 2011).

3.5

More recently, the Stern Review and Eddington Study demonstrated that sustainable economic growth requires recognition of our environmental responsibilities, which is reflected in the Air Transport White Paper Progress Report (2006).

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4

Waterborne Freight

4.1

Ports

4.1.1 There are two ports in East Sussex; Newhaven and Rye. Transport and planning policy encourages and promotes the development of port land for port uses, and the safeguarding of wharves which could be used to handle cargoes, as well as by short sea shipping. Figures 2 and 3: location plans for Rye Harbour and Newhaven ports Figure 3: Newhaven Port

Figure 2: Rye Harbour

Rye Harbour 4.1.2 Rye Harbour is situated between the ports of Newhaven and Folkestone, and is presently only open to certain sized commerical vessels due to the depth of the channel. Consequently, Rye has difficulty in attracting cargoes due to the limited tidal window within which vessels can enter and leave the port, as well as the relatively close proximity of larger regional ports at Dover, Shoreham and Newhaven, and major ports at Southampton and Portsmouth. 4.1.3 The main imports at Rye are aggregates, and the main exports are wheat, with occasional shipments of other goods such as salt, talcum powder and timber. There is potential for the port to handle approximately 200-300,000 tonnes of cargo per annumx compared to the current annual average of approximately 80,000 tonnes per annum since 2001xi. However, there is little scope for expanding Rye Harbour due to limiting factors relating to the size of the harbour area for loading, unloading and storing. Newhaven Port 4.1.4 Newhaven Port is a cross channel port and industrial centre. The freight handled here is largely aggregates and scrap metal. Over recent years the port has experienced a decline in activity due to competition from larger ports, situated in close proximity, at Southampton, Portsmouth, Dover, and the opening of the Channel Tunnel. 9

4.1.5 Freight traffic into and out of Newhaven port more than halved between 1998 and 1999 from 1,012,000 to 461,000 tonnes per year. This recovered steadily in subsequent years and by 2008 had reached pre1998 levels at 1,196,000 tonnes.xii Figure 4: Foreign domestic freight tonnage transported by water into and out of Newhaven 1998 - 2008 (in ‘000 tonnes)

1,400 1,200 1,000 Tonnage of freight transported (000’)

800 600 400 200 2008

2007

2006

2005

2004

2003

2002

2001

2000

1999

1998

0

Year

4.1.6 There are particular sites in Newhaven which have, and do, accommodate freight. These are: • • •

Railway Quay – vacant port land, East Quay – remains in use for port operations, including general cargo berths and warehousing, although the railway connection is not currently used and some warehouses are in a poor condition, and North Quay – has a number of berths and sites used for importing sea won aggregates, aggregates and sea scrap trades, but due to restricted depths at quays vessels will lie on the river bed.

4.1.7 Transmanche Ferries and LD Lines operate a passenger and freight ferry service respectively between the ports of Newhaven and Dieppe. The ferry services operate every day, all year round, and carry significant levels of freight. 4.1.8 The regeneration of Newhaven is a priority for the County Council, as was set out in the Newhaven Eastside Masterplan published in April 2006, and re-emphasised in the recent East Sussex Local Enterprise Partnership bid. This identified that the Port could have a viable future in a number of niche markets, which in turn could play a role in regenerating Newhaven’s economy. Much of the regeneration taking place in Newhaven is for new housing, business, leisure and recreational facilities, with little expansion of the Port proposed for freight purposes.

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4.1.9 A new deep water outer harbour was proposed for Newhaven in 1995 to accommodate larger vessels to allow Newhaven to compete with bigger ports and add new trades. These plans were abandoned in 1999, however, the potential for this new deep water berth remains. 4.1.10 The County Council has no statutory responsibility for waterborne related freight activities, and therefore receives no funding towards major schemes which would enable freight movement by water. Accordingly, it is especially important for the County Council to work with the port and freight industry to progress any schemes which would increase the amount of water-borne freight. 4.1.11 There is potential for Government funding (see Appendix 2) to assist with the move towards the sustainable distribution of freight at both Rye Harbour and Newhaven Port if it can be demonstrated that there would be a reduction in lorry movements, for which new or upgraded facilities would be required. 4.2

Inland Waterways

4.2.1 Historically, inland water transport has played a vital part in freight transport in East Sussex. However, this role has declined with changes in patterns of trade and improvements in land transport. In East Sussex, the following waterways are navigable: • • •

River Ouse – 15.2 kilometres between Newhaven Harbour and Lewes, River Brede – 8 kilometres between Tillingham Lock, Rye, and Brede, and River Rother – 4.8 kilometres between Rye Harbour and the English Channel.

4.2.2 There is limited potential for carrying significant additional volumes of freight traffic along inland waterways, and therefore little potential for this to provide an alternative to road or rail transport.

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5.

Rail Freight

5.1

Context

5.1.1 Rail freight has grown significantly in the UK over recent years, which reflects Government policy to seek the transfer of freight to more sustainable modes of transport. There are numerous reasons why freight should be transported more sustainably, including: • • •

Road traffic and congestion levels are continuing to rise, Rail is more energy efficient than road, and Rail has a better safety record than road.

5.1.2 The County Council supports the transfer of freight from road to rail. It is therefore important that ways in which this can be achieved in the County are identified and progressed. Transferring freight from road to rail would alleviate some of the negative impacts caused by road freight, such as congestion, CO2 emissions, and inappropriate use of routes through rural and residential areas. 5.1.3 The existing rail network in East Sussex is missing some critical links, and although few opportunities exist on the current network for transporting freight by rail, there is potential for improvement. The exception is the British Gypsum factory at Mountfield near Robertsbridge, which receives gypsum in containers by rail, but there are currently no active rail-linked freight handling sites in East Sussex. 5.1.4 Route Availability (RA) is the way in which trains and railway infrastructure are graded, between 1 and 10, such that the RA of a train must not exceed the RA of the track except under strictly controlled circumstances. All lines in East Sussex have a route availability of RA10, with the exception of the Brighton-Lewes section (RA8) and OxtedUckfield (RA6). This means that the majority of railway lines in East Sussex are suitable for all types of freight traffic. 5.1.5 In addition to the absence of an extensive rail freight network, there are other factors which prohibit a wider distribution of freight on rail in East Sussex. These factors will influence businesses’ decisions about how they transport freight, and include: • • • • 5.2

Few goods can be delivered door-to-door, There are only a limited number of road/rail transfer points, Rail systems are inflexible, and The cost of transporting freight on rail is greater than transporting it by road in most instances.

Major Railway Schemes

5.2.1 In East Sussex there are a finite number of potential train pathways available that could be used by freight trains. However, there are 12

potential rail schemes which, if implemented, could increase capacity and encourage businesses to transport more of their freight by rail: • • • 5.3

Electrification and dual tracking of Ashford – Hastings railway line, Reinstatement of Willingdon Chord north of Eastbourne, and Reinstatement of Lewes-Uckfield railway line.

Trans European Network – Transport

5.3.1 The Brighton – Ashford railway line, otherwise known as the East Coastway, forms part of the TEN-T, a European Commission programme which finances infrastructure projects and studies. In order to get TEN-T funding, projects must be supported by Government, have a full funding package in place, and have planning permission and environmental impact assessments completed where necessary. Although the transport schemes along this route would be to the benefit of freight on rail not only in the UK but also the continent, as indicated in 5.2 above, the schemes are not currently at a stage where they can be considered for funding. However, the fact that the route does form part of the TEN-T network could contribute to any future business case. Figure 5: Map of UK-TEN-T Rail Routes xiii

5.3.2 Although supporting the principle of transporting freight sustainably by rail, the County Council has no statutory responsibility for rail and 13

therefore receives no funding towards major schemes which would enable the transferrence of freight onto rail. Therefore, it is especially important for the County Council to work with the rail and freight industry to progress any schemes which would increase the potential for more freight movement of rail. 5.3.3 Partnership working with the freight industry and businesses will positively encourage the use of rail where this improves the efficiency and cost effectiveness of freight transport. There are also a wide range of funding mechanisms available which could assist in the delivery of schemes which would improve the ability of the rail network to carry freight; these are outlined in Appendix 2. The Freight Strategy is intended to provide a starting point from which key organisations, authorities, operators and businesses can work together to identify suitable ways in which to increase the movement of freight by rail. 5.3.4 The protection of disused routes, sidings and operational / nonoperational railway land is important, because they present an opportunity for freight delivery, and should be sought through the Local Development Frameworks.

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6.

Road Freight

6.1

Context

6.1.1 The majority of freight transported in East Sussex is by road. Whilst one of the objectives of this strategy is to increase the amount of freight which is transported by more sustainable forms of transport in the short and medium term, most goods will continue to be transported by road. Therefore it is important to gain an understanding of the key issues affecting road freight, and to identify the impacts that transporting freight by road has on the environment, businesses and communities in order to identify how some of these impacts could be dealt with. 6.1.2 There are a number of different types of freight vehicle which deliver goods to East Sussex businesses and customers. Appendix 3 gives a visual representation of these, from light goods vehicles, such as vans and smaller 2 axle lorries, up to multi axle lorries which can have a maximum UK Gross Weight of 44 tonnes. The impact that larger freight vehicles have on the road network is considerable, with lorries causing up to 160,000 times more damage to road surfaces than the average car.xiv 6.1.3 The impact of traffic congestion is becoming an increasingly important issue, with latest estimates suggesting the cost of congestion to the UK economy being around £20 billion per annumxv. Areas where traffic congestion occurs can experience local air pollution; in East Sussex, two Air Quality Management Areas have been designated (A259 Bexhill Road, Hastings, and Lewes town centre on Fisher Street), which are monitored and reviewed on a regular basis. 6.2

Traffic Data on East Sussex Roads

6.2.1 It is important to identify volumes of freight traffic on roads in East Sussex as this helps to identify existing patterns and enable informed decisions on the most appropriate interventions/measures to address localised issues. 6.2.2 Appendix 4 is a map showing the 2009 annual average daily traffic flow (AADT) on the main routes in the county, and the percentage of this traffic which is freight. This shows that the majority of freight movements take place on the A27 south of Lewes. 6.3

Maintaining and Enhancing the Highway Network

6.3.1 Investment in selected highway improvement schemes can benefit local businesses and the economy, and contribute towards regeneration opportunities. A number of improvements to the strategic highway network in and immediately around the county have been made in the last few years, whilst other improvements are proposed in the near future.

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6.3.2 In 2008, the Southerham-Beddingham improvement scheme near Lewes was completed. This involved a new bridge being constructed over the railway line and the existing single carriageway road being improved to provide two lanes westbound and one line eastbound between Southerham and Beddingham roundabouts, as well as improvements to both roundabouts. This has resulted in safety and journey time improvements on the trunk road network, which is especially important for businesses and their deliveries. 6.3.3 As highlighted in 1.1.4, there are also a number of other improvements which are currently programmed or planned for further investigation in or affecting East Sussex. These are: • • • • • 6.4

Bexhill – Hastings Link Road. A21 Baldslow Junction Improvements, A23 Handcross to Warninglid Widening, A21 Tonbridge Bypass to Pembury dualling, and A21 Kippings Cross to Lamberhurst Bypass.

Satellite Navigation Systems

6.4.1 Over recent years there has been a significant increase in the use of Satellite Navigation Systems (SatNav), and it is anticipated the use of these systems will continue to rise. There is a vast range of SatNav technology available; varying in price, route accuracy and features, but essentially SatNav exists to ensure the safety and reliability of a driver’s journey. Systems can be integral to a vehicle, or transferred between vehicles. 6.4.2 There are a range of issues surrounding the use of SatNav, where users rely heavily on the information being provided, and this can lead to a range of problems: • • • • • • •

Inappropriate use of routes, especially in rural and residential areas, Ignoring warning signs, Increasing congestion, Reducing road safety, Contravening mandatory restrictions, Negative environmental impacts (pollution – visual, noise, air), and Increasing journey length, thus increasing operator costs.

6.4.3 The use of SatNav devices which are transferred between vehicles creates these problems on the road network, as some HGV drivers use their personal SatNav from their private car when driving much larger freight vehicles. The systems designed for cars will not take into consideration weight and height restrictions that an HGV will encounter on a similar journey. 6.4.4 The routes provided by SatNav systems are advisory, and therefore drivers need to be more aware that the routes suggested may not 16

necessarily be suitable for every vehicle, nor may they be entirely accurate. As a result, it is the driver’s responsibility to ensure that any route taken is lawful and appropriate, even when using SatNav. It is therefore important for drivers of large vehicles to use systems which take into consideration width, weight and height restrictions on our roads. Using such systems would reduce the amount of inappropriate routeing. 6.4.5 SatNav systems are evolving rapidly, and are being designed specifically for large vehicles which take into consideration clearance heights, weight restrictions, speed restrictions and problematic sharp turns, and can be adapted to different sized vehicles. Another feature of such units includes the ability of drivers to make corrections to their map by adding their own restriction information. However, until these units become more affordable, or unless the use of standard SatNav systems is legally prohibited in HGVs, the widespead use of these units is unlikely for the forseeable future. 6.4.6 To help address this issue, the County Council needs to work with the freight industry and Ordnance Survey to help alleviate problems associated with SatNav systems. For example, the sharing and provision of information with Ordnance Survey on bridge heights and weight restrictions in East Sussex, which can then be fed into SatNav systems to ensure particular routes, which are unsuitable for particular vehicles, are then avoided. 6.5

Major Distribution Centres

6.5.1 Major distribution centres are where businesses can store goods which can be collected and distributed to local destinations or customers as and when required. Such facilities help reduce the need for large freight vehicles to make deliveries to consumers or smaller stores. 6.5.2 Ideally, major distribution centres should be easily accessible, and accessible by more than one mode of transport, or in close proximity to the strategic road network. The impacts of such a centre on the local environment, community and other road users should be minimal, and the scale and nature of such development sypathetic to the area within which it is situated. 6.5.3 There are risks and costs associated with distribution centres, including high insurance, especially if a distribution centre is shared between a range of companies.

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6.5.4 The diagram below (figure 6) is an example of how distribution centres should work: Figure 6: How distribution centres work

xvi

6.5.5 In East Sussex, there is limited scope for the provision of major distribution centres; the only viable locations for major distribution centres would be in urban locations due to their proximity to the strategic road network. Partnership working with the District/Borough Councils through the Local Development Framework process will help to establish whether a need for a facility exists. The funding for such a facility would fall on any potential developer for a site. 6.6

Lorry Parking and Facilities

6.6.1 Drivers of freight vehicles often travel for long periods of time over great distances. This means that they often find themselves in unfamiliar areas at unsociable hours of the day needing to rest. This is especially important since the introduction of the EU Driver Hours Directive 3820/85 which requires drivers to take breaks and overnight rest. 6.6.2 There are a range of benefits associated with well located lorry parking sites: to the driver, businesses and local communities, including minimising disruption and road safety. The different types of facilities are xvii : 1. Basic • • •

Free or low cost, e.g. lay-by parking, industrial estate, Toilet blocks or caravan food, No security measures.

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2. Intermediate • • •

Toilet block or shower facilities, Facilities e.g. shop, café, lounge, Lit parking area with little or no security measures.

3. Premium • • •

Good quality facilities in a secure location, Lighting, CCTV, security measures, barriers, fencing, Facilities e.g. shop, café, lounge.

6.6.3 Whilst there are numerous locations in the county which provide some basic lorry parking provision, there are currently no specific lorry parks. The only designated place available for vehicles to park is on the A22, off Cophall roundabout, which has four spaces that can be used free of charge on a 24 hour daily basis. 6.6.4 The County Council will work with the freight industry and local planning authorities to identify areas which can be utilised as lorry parking sites in East Sussex if and when a need for such a site is recognised. Public Weighbridges 6.6.5 In East Sussex, public weighbridges are located in: • • • • • •

Hailsham, Newhaven, Ringmer, Rye, Westfield, and Westham.

Further details on the specific locations of these vehicle weighing facilities can be found on the County Council’s website. 6.7

Efficient Vehicles

6.7.1 Over recent years, environmental legislation and vehicle technology has progressed to the extent that more environmentally friendly vehicles are now available for use by freight operators to deliver goods and services to consumers. For example, electrically powered vehicles and low emission vehicles have the potential to generate savings in CO2 emissions and in fuel costs. There are concerns, however, over alternative fuels such as biofuels, because of the potential adverse effects these could have elsewhere. Such concerns include intensive farming for biofuel leading to more land being used to produce crops for biofuels, and the unsustainability of first generation biofuels (i.e. affects food production and can cause environmental problems such as loss of habitats). 19

6.7.2 A benefit of electrically powered freight vehicles is that they are quieter, which is of particular benefit for night-time deliveries. However, there are safety issues associated with these types of vehicles as the lack of engine noise means their presence may not be obvious to pedestrians; although educating pedestrians and other road users of the existence of these quieter vehicles will help to overcome this. 6.7.3 Through legislation from Central Government and from within the freight industry, freight operators are being encouraged to use more environmentally friendly vehicles, by modifying the existing fleet, or replacing the fleet with newer vehicles, which are more fuel efficient and run with reduced levels of emissions. It can also be achieved through partnership working between local authorities and the freight industry. 6.7.4 The size and weight of freight vehicles also has impacts on the environment, both visually and physically. It is argued that larger vehicles carry more goods, and therefore require less vehicular movements overall, which also means less emissions overall. However, per vehicle, the amount of fuel used, physical impacts on road infrastructure, as well as visual intrusion of larger vehicles, are generally worse. 6.7.5 However, there are exceptions, and certain vehicles, although larger, do have significantly less impact on road infrastructure. For example, vehicles with a greater number of axles cause less road and bridge wear. In the 1999 Budget report the Government announced that Vehicle Excise Duty (VED) for 40 tonne five axle vehicles would be raised to discourage their use, and that VED would be much less for 41 tonne vehicles with six axles. In 2000, Government announced that 44 tonne six axle lorries would be allowed for general use from 1 January 2001. 6.8

Safe and Fuel Efficient Driving

6.8.1 It is estimated that each HGV in the UK uses, on average, 4,000 gallons of fuel per year.xviii The way in which vehicles are driven will affect safety and fuel use. Therefore, there are savings to be made by more efficient driving. 6.8.2 DfT’s Freight Best Practice, Safe and Fuel Efficient Driving for HGVs (SAFED), was developed to enable freight operators and training providers to implement driver training in the freight industry, by improving the safety and fuel efficient driving techniques of drivers. Those that implement more safe and efficient driving will reap benefits including savings in fuel costs, increased productivity, and reduced running costs, as well as increased driver confidence. 6.8.3 The DfT is currently in the process of considering options to achieve a 90% uptake of eco-driving training for drivers of Large Goods Vehicles xix (LGVs). Preliminary analysis shows that, at 2009 prices, if 90% of Light Goods Vehicles drivers were eco-driving trained and continued to drive in accordance with these standards, then up to 600,000 tonnes of CO2 and £300 million in fuel costs for the industry could be saved each year. 20

The DfT have therefore committed to exploring how to achieve this 90% uptake of eco-driving courses, including making it a mandatory part of periodic training undertaken every five years by professional drivers to retain the EU Driver Certificate of Professional Competence. 6.8.4 In respect of a localised initiative, the County Council’s Road Safety Education team runs a programme of education for companies called COSTS - Company Operator Safer Transport Scheme - which educates companies with regard to their responsibilities under the Corporate Manslaughter Act from a transport perspective. The initiative was developed by the Sussex Safer Roads Partnership (SSRP) and highlights the need for company policies on driving, and provides an opportunity to promote good practice, including eco-driving. 6.8.5 Improving safety, and making savings in terms of emissions and cost of fuel, are supported by the County Council, and will be promoted through initiatives which are addressed in the strategy’s action plan. 6.9

Restrictions on the Strategic Road Network Abnormal / Heavy Loads

6.9.1 An abnormal load describes a vehicle: • • • •

Carrying more than 44 tonnes, More than 3.0 metres wide, More than 18.75 metres long, and With a front or rear overhang of more than 3.05 metres.

6.9.2 The Road Vehicles (Authorisations of Special Types) (General) Order 2003 – Government Statutory Instrument 2003 No 1998 sets out the regulations for abnormal loads. Hauliers wanting to transport an abnormal load across East Sussex must inform the County Council before any move is scheduled to take place. This can be done by contacting the County Council directly, or by way of a relatively new initiative called Electronic Service Delivery for Abnormal Loads (ESDAL). 6.9.3 ESDAL is a new system that simplifies the process for notification of abnormal load movements. The ESDAL project is a Highways Agency initiative, and aims to streamline the process for notifying police and relevant authorities about proposed abnormal load movements. 6.9.4 Using ESDAL's mapping system, hauliers can plot the route they need to take, and they will receive details of all the organisations they will need to notify and be able to deliver fully compliant notifications before making their journey. Hauliers can also perform an appraisal of the route for an indication of the suitability of their vehicle. 6.9.5 ESDAL does not require any specialist software, it only requires a computer with internet access. 21

6.9.6 If the County Council needs to be contacted about an abnormal load movement, this can be done by either fax or e-mail, and the following information must be provided: • • • •

The origin and destination of the abnormal load, Date(s) of the journey, Proposed route, and Full configuration of the vehicle e.g. load width (if appropriate), weight, length, height, axle loadings and spacing.

6.9.7 The proposed route will be checked by officers, and any amendments will be made and sent back to the haulier. In some cases, it may be necessary to arrange the removal of street furniture, such as bollards, signs and lighting, to allow the movement of an abnormal load. The haulier will be charged any costs associated with removing these items. Hauliers must also insure the County Council against any damage their vehicle may cause to any road, bridge or other structure. 6.9.8 Sussex Police must also be notified of abnormal load movements where appropriate. For further information about police escorts for abnormal loads, Sussex Police will need to be contacted directly. High Loads 6.2.9 There is currently no legislation which limits the height of vehicles that can travel on UK roads. Therefore, drivers of ‘high’ vehicles do not need to notify, or seek approval, to travel. 6.2.10 High vehicles are classed as those which: • •

Cannot pass safely under a bridge of 16'-6" (5.03m) minimum headroom, or Have a vehicle/load combination greater than 16'-3" (4.95m) high - allowing for the minimum safety margin of 0.275m.

6.9.11 All vehicles 9'-10" (3.0m) and above are required to display a notice displaying the maximum height of the vehicle, and it is an offence not to display this notice. 6.2.12 Appendix 5 of this strategy lists all the locations with bridge height restrictions in East Sussex. Weight Limits 6.2.13 Weight limits can be imposed for two reasons: • •

Structural - i.e. where bridges are too weak to support vehicles of a particular weight, or Environmental - where vehicles are discouraged from using a particular route as a through route, for social or environmental reasons, or because the road is too narrow. 22

6.2.14 Details of all bridges with known weight restrictions are listed in Appendix 6, and ‘A’ and ‘B’ class roads in East Sussex which have environmental weight (and width) restrictions are identified in Appendix 7.

23

7.

Vision, Objectives and Policies

7.1

Vision

7.1.1 The previous chapters have highlighted the issues and challenges relating to freight in East Sussex. In addressing these issues and challenges, the vision of the East Sussex Freight Strategy is: To encourage the safe and sustainable distribution of freight into, out of and around East Sussex, which supports our economy and provides a service to businesses and customers, whilst mitigating its impacts on communities and the environment. 7.2

Objectives

7.2.1 The vision has been translated into the following objectives for the strategy which will also assist in achieving the emerging objectives contained within LTP3:

7.3



To provide for the efficient, safe and sustainable distribution of freight to industries and consumers into, out of, and around, East Sussex,



To protect communities and the environment from negative impacts arising from freight distribution, in terms of emissions, noise, visual intrusion and physical damage,



To reduce the use of inappropriate routes to reach destinations,



To improve education and awareness of freight issues in East Sussex for both the freight industry and local communities, and



To promote and encourage sustainable transportation of freight on rail where opportunities arise.

Policies

7.3.1 The vision and objectives will be achieved through the following policies: FS1

Provide better (more accessible) locations for new business Land use planning can encourage development and distribution activities in more sustainable locations, and can be achieved through the planning process. Solutions include encouraging use of alternative modes of transport at major centres of distribution activity, and, where practicable, use of brownfield sites where there are existing connections of an appropriate standard. This will contribute towards achieving economic competitiveness and growth.

24

FS2

Encourage goods vehicles to use the advisory strategic Freight Route Network In East Sussex most freight will be, during some stage of its journey, moved by road. This policy seeks to keep goods vehicles on suitable roads across the county, which will be ‘A’ and ‘B’ Class roads as identified in the strategic freight route map, wherever possible. However, it is acknowledged that freight may need to use other class (C or U) roads for access or delivery purposes, and a greater understanding of where and why inappropriate use of rural and residential routes is occurring is important.

FS3

Develop a Freight Quality Partnership in East Sussex Freight Quality Partnerships (FQPs) between industry, local Government and communities will help towards developing a more efficient, safer and cleaner means of local goods distribution. A County Wide FQP will identify problem areas, and these will be prioritised by agreement of stakeholders.

FS4

Work in partnership with Ordnance Survey and the freight industry to help alleviate satellite navigation systems problems Many HGV drivers use SatNav systems designed for cars, and these will not consider restrictions along particular routes such as height and weight. Working with Ordnance Survey and the freight industry will help to alleviate these problems, including by sharing information on bridge heights and weight restrictions in East Sussex.

FS5

Educate and raise awareness on freight distribution This objective seeks to address the relative lack of awareness, both within some areas of the industry itself as well the general public, of the role and importance of distribution. This can be done through FQPs, or by gaining a greater understanding of freight issues through the introduction of a freight incident form to record inappropriate freight movements.

FS6

Support, develop and implement transport schemes which enable operators to make safe and efficient deliveries It is important for drivers to drive in a safe and reliable manner, and for the transport network to assist in this. The provision of facilities where drivers can take rest breaks is important, as are suitable sites which can be used to make deliveries more efficient, thus minimising impacts on the local environment.

25

FS7

Encourage and promote the sustainable transportation of freight where feasible There is scope for using sustainable means of moving freight rather than by road in East Sussex. We will encourage the development of these schemes wherever possible, such as the development of new interchange facilities, track improvements and new or reinstated railway lines. This will also improve journey time reliability and contribute to reducing CO2 emissions.

FS8

Positively encourage sustainable minerals/waste movement Increased domestic recycling and introducing kerbside collections can reduce travel demand. The emerging Waste and Minerals Development Framework for East Sussex and Brighton & Hove encourages the use of alternative modes to road based transportation of minerals and waste. Although limited in East Sussex, transport improvements which would enable the sustainable transportation of waste and minerals should be sought and encouraged.

7.4

Role of the Local Authorities and Other Stakeholders

7.4.1 In order to achieve the Strategy’s vision and objectives, and adherence to these policies, the County Council will need to work in partnership with the local planning authorities, the freight industry and other relevant representatives who may be affected by freight operations in East Sussex. 7.4.2 East Sussex County Council has several areas of influence, including: •

As Highway Authority, the County Council is responsible for the maintenance of the highway network (excluding trunk roads), road safety, traffic management, street lighting and road signing,



Being able to apply for Traffic Regulation Orders (TRO) in order to implement traffic management control to regulate, restrict, or prohibit the use of a road. Controlled parking restrictions has been introduced in Lewes, Eastbourne and Hastings,



Production of the county’s Local Transport Plan and it’s thematic strategies, which includes the Freight Strategy,



Promoting economic employment, and



Influencing the transport of waste to landfill and municipal recycling sites, and influencing the transport of minerals.

development,

education,

training

and

7.4.3 Although the County Council will use its statutory responsibilities and other areas of influence to improve the sustainable distribution of goods 26

within East Sussex, there is a limit to what can reasonably be achieved. Therefore, the input of other stakeholders will be important in achieving this, including: •

Freight industry: in particular those who manufacture goods and those who use and operate distribution services,



Community: to inform the County Council of perceived inappropriate use of routes, and also to understand the implications of deliveries as a result of purchasing and disposing of goods,



Other authorities at a local level to provide a co-ordinated implementation of sustainable distribution policies in the Local Development Frameworks. For example, identification of sites for businesses near the strategic freight route network, and alternative uses on existing sites (mixed use), and



Public and private sector infrastructure bodies, including the Highways Agency, Network Rail, the Train Operating Companies and relevant Port and Aviation authorities: to support the development of key infrastructure projects as identified in the strategy to improve freight journey time reliability by road, but also bring forward opportunities to enable the movement of freight by sustainable modes.

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8.

Strategy Action Plan

8.1

Context

8.1.1 The Freight Strategy will be implemented through a range of measures, which accord with the vision, objectives and policies of the strategy outlined in Chapter 7. In order for these measures to be successful, effective and successful partnership working will need to take place between the freight industry, the public sector and local communities. 8.1.2 It is recognised that a blanket approach to alleviating freight issues is not practical, and therefore the type of measures implemented will be dependent on the issues and local characteristics of the area. 8.2

Improving the County’s Connectivity

8.2.1 It is important for the County Council to lobby for improvements to the strategic transport network in order to be able to deliver freight in a more sustainable and reliable manner. Improvements to the strategic road network will help to reduce congestion which will have beneficial impacts on other drivers and the environment and accord with policies in other strategies, including the overarching Local Transport Plan. 8.2.2 Although few opportunities exist for transporting freight on rail, the potential exists, and therefore should be explored and promoted where feasible. As highlighted in Chapter 6, road is the most dominant mode for transporting freight in East Sussex, and there is much scope for improving the existing strategic road network in order for freight to be transported in a safer and more appropriate manner. 8.2.3 Lobbying for improvements to the strategic transport infrastructure serving the county will take place at a variety of levels, including with Government departments and Network Rail. Additionally, working with local authorities in East Sussex will be important to ensure that Local Development Frameworks secure better connectivity and avoid exacerbating congestion. 8.3

Freight Quality Partnerships

8.3.1 In order to establish which intervention is best placed to alleviate wider freight issues in East Sussex, it is important for relevant organisations, authorities, operators and local community representatives to work together. 8.3.2 The most effective and efficient way this can be achieved is through the establishment of a Freight Quality Partnership (FQP). It is proposed a County Wide FQP is set up involving representatives from relevant organisations, and this will establish the approach taken to prioritising and addressing localised issues.

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8.4

Implementing a Freight Route Network

8.4.1 There are no motorways in East Sussex, and only 11.9 kilometres of dual carriageway, therefore the strategic road network in East Sussex is made up from the ‘A’ Class roads with some ‘B’ Class roads. 8.4.2 It is important to identify an advisory Freight Route Network in order for freight operators and drivers to understand which roads should be used when making collections or deliveries. There are currently many instances where freight vehicles use inappropriate routes to reach intended destinations. However, it is not clear to what extent some of these journeys require the use of some of these unsuitable routes for access purposes. 8.4.3 Although a Freight Route Network for East Sussex currently exists, as set out in the 2004 Freight Strategy, it is unlikely that freight operators encourage their drivers to utilise these preferred routes. This strategy will be circulated to the Freight Transport Association and the Road Haulage Association for them to send to their freight operator members so that they are aware of the preferred freight routes. Also, partnership working will help address problems of inappropriate routes being taken by drivers, and advise on the preferred roads to be used. 8.4.4 Accordingly, the County’s advisory Freight Route Network is defined as: The ‘A’ and ‘B’ Class roads in East Sussex. Although it is acknowledged that it may not be possible to use ‘A’ and ‘B’ Class roads for an entire journey for access purposes, these roads should be used wherever possible. 8.4.5 The map below is a strategic map of the Freight Route Network in East Sussex, highlighting recommended appropriate routes for drivers of freight vehicles to use; Appendix 8 is a scale version of this map and it does not show local access routes to key sites, such as industrial estates. Figure 7: strategic map of the Freight Route Network in East Sussex

29

8.4.6 Local roads which are, in the most part, unsuitable for freight vehicles, should only be used for the first leg of the journey to access the strategic freight route, and for the last leg when approaching the final destination. Obviously those journeys which can avoid local roads entirely are preferable. 8.4.7 For urban areas in East Sussex, it is proposed to develop maps which show preferred routes for freight vehicles to use when accessing key sites for the benefit of drivers, businesses and local communities. 8.4.8 The current policy towards the Control of Heavy Goods Vehicles (PS4/5) in East Sussex, adopted by the former Highways and Transportation Committee in 1990, seeks to ‘establish a pattern of control reconciling, so far as possible, the conflicting demands of the transport of goods and the environment’. This policy statement is an assessment tool for the implementation of weight restrictions, and it is recommended that the policy statement be revised and updated in accordance with the revised freight strategy, further details of which are in the action plan. The existing supporting policy statement states: “As few roads in the County are generally suitable for heavy lorries, it has been the deliberate policy of the Committee to allow the lorries to disperse over the available road network rather than to concentrate them on selected roads, themselves perhaps little more suitable than the rest. At the same time, the Committee has placed restrictions on particularly unsuitable roads, which were much used by heavy lorries as short cuts, with the aim of improving the environment for residents and other users of these roads”. 8.5

Interventions

8.5.1 A range of interventions are available in order to address and alleviate the problems caused by freight movements within East Sussex. 8.5.2 The type of measures used and how these are implemented will depend on the problems being experienced, and the local characteristics of the area or road being affected. 8.5.3 The ‘toolkit’ below highlights the range of interventions, in order of preference for implementation, which can be utilised to address freight problems. 1.

Education and Awareness

It is important to identify whether a reported problem with freight movement is actual or perceived. This can be established by investigating the problem, and by ensuring each party is fully aware of the other party’s situation, i.e. inappropriate use of rural roads, and vehicles loading and unloading at the roadside.

30

Once the nature of the problem has been identified, and both parties have been made aware of the problem, reasons as to why the freight issue exists can be addressed. In broad terms, this can mean either: •

Talking with the freight company to explain the most appropriate routes, using the advisory freight network for their journey, or



The party who originally highlighted the problem is informed as to why the freight vehicle needs to use that particular route, or why they needed to use that route, on that particular occasion.

The identification of freight related problems will be recorded by the completion and submission of a freight incident form. This will allow the affected parties to log where freight vehicles are using inappropriate routes, and enable the County Council to contact the relevant freight operator to identify the reason for their being in the locality. This form will be available in hard copies and electronically on the County Council’s website. An example of a freight incident form is at Appendix 9. 2.

Positive signing (directional)

Signs can be provided to encourage freight drivers to use the advisory Freight Route Network in locations where they may consider using an alternative, and potentially unsuitable, route. Such signage will be provided when vehicles use inappropriate roads and when education and awareness has not proved to be successful. 3.

Restrictions

Restricting HGVs will only be considered where there is a clear need and a cause has been identified, and when the first two levels of intervention have proved unsuccessful. A range of potential restrictions are available, depending on the local circumstances •

Height restrictions: - mostly associated with low bridges - set at the maximum safe vehicle / load height



Weight restrictions: - applicable for environmental or structural reasons: Environmental - based on the weight of a vehicle - require Traffic Regulation Orders 31

- do not apply to buses, agricultural machinery, cranes or emergency service vehicles - vehicles are able to enter a restricted area for loading/unloading goods and garaging Structural - applicable to bridges, culverts and carriageway - applicable to all vehicles - determined by relevant structural engineers 8.5.6 The Police have the authority to enforce restrictions such as weight restrictions, however, they are required to follow vehicles through the entry and terminal signs to ensure an inappropriate use of route is made before issuing any fine. 8.5.7 The main problem associated with implementing restrictions on particular routes is that the traffic will be diverted elsewhere, and potentially this could be on equally or more inappropriate routes. Therefore, careful consideration needs to be given to where this traffic is being diverted to, ensuring that the alternative route taken is not less suitable. 8.6

Action Plan

8.6.1 The action plan of specific interventions is broken down into the key categories identified above. Each measure will highlight the parties who would need to be involved towards it’s achievement, the target date for implementation, and which of the strategy’s policies it contributes to, including any key issues relating to that particular action.

32

FREIGHT ACTION PLAN, TIMESCALES AND TARGET 1. Freight Quality Partnerships Measure Key issues 1 (a) • need commitment from all Set up a County Wide parties involved Freight Quality Partnership • need funding in place to (FQP) achieve targets set by the FQP partners • if targets not delivered partners may become complacent and involvement may wane • will identify problem areas

1 (b) Set up pilot localised FQPs

• pilot to be set up as a result of partner agreement at County Wide FQP • need commitment from all parties involved • based on Best Practice from the pilot localised FQP, further FQPs to be set up, based on agreement of

Lead Partners

Target date for implementation

Contributes to Strategy Policies

• East Sussex County Council (ESCC) • Freight Transport Association FTA) • Road Haulage Association (RHA) • Police (and potentially fire and ambulance service) • District / Borough Councils • Network Rail (NR) • Highways Agency (HA) • Freight operators Road/Rail/Port • East Sussex Economic Partnership (ESEP)

2011

FS2, FS3, FS4, FS5, FS7, FS8

(as appropriate) • ESCC • Freight operators • Police • HA • NR • Chamber of Trade or local business representatives • Local community

2013

FS2, FS5

33

locations by County Wide FQP 2.

representatives • Parish Council(s) • District / Borough Councils

Freight Route Network

2 (a) Publicise advisory Freight Route Network

• this can be uploaded onto websites of partners and relevant organisations • FTA and RHA to circulate this to all businesses registered with them • Send to Ordnance Survey

• • • • •

ESCC HA District / Borough Councils FTA RHA

2011

FS2, FS5

2 (b) Produce localised maps for freight operators

• County Wide FQP to identify areas for which localised maps are required on priority basis • maps will show preferred routes in urban areas to key sites, such as industrial estates or shopping centres • maps will contain key information including one way streets, weight / height restrictions • input data into ParkMap • send information to Ordnance Survey • publish maps on the county council’s website

• ESCC • HA • District / Borough Councils

2012

FS2, FS4, FS5, FS7

34

3 (i)

Interventions – Education and Awareness

3 (i) (a) Develop and make available Freight Incident Forms

3 (i) (b) Encourage sustainable development practices in businesses through the development of travel plans

• process by which communities can raise concerns about freight issues and specific incidents • make electronic and hard copies available • circulate to parish councils • publicise the existence of these forms • to help existing and potential new drivers to understand appropriate routes to use when accessing the development • the company needs to be committed to delivering the travel plan for it to be successful

3 (i) (c) • this will encourage drivers to Promote and encourage use their vehicles more operators to implement the efficiently, which will also DfT’s SAFED guidance to improve road safety and improve safety and make savings in terms of efficiency operator costs • will also give drivers greater confidence • freight operators need to be committed

• • • • •

2011

FS2, FS5

• ESCC • District and Borough Councils

Ongoing

FS1, FS2, FS5, FS6

• • • •

2011

FS6

ESCC Parish Councils District / Borough Councils FTA RHA

ESCC FTA RHA Freight operators

35

3 (ii)

Interventions - Positive Signing

Measure

Key issues

Partners

Target date for implementation

Strategy Policies

3 (ii) (a) Review of all existing diversionary signage in East Sussex

• this information should be collated in a format which can be circulated to, and easily understood by, partners

• • • • • •

2011 / 12

FS2, FS5

3 (ii) (b) Assess where positive signing may be of benefit

• need to ensure that this does not result in negative impacts elsewhere on the network • should be agreed by partners

• County Wide FQP partners

2012

FS2, FS5

Partners

Target date for implementation

Strategy Policies

2011

FS2, FS5

3 (iii)

ESCC FTA RHA HA District / Borough Councils Ordnance Survey

Interventions - Restrictions

Measure

Key issues

3 (iii) (a) Undertake a review of all HGV vehicle restrictions in East Sussex

• need to identify type of restriction, including height, weight and night time restrictions • this information should be collated in a format which can be circulated to, and easily understood by, partners

• • • • • •

ESCC FTA RHA HA District / Borough Councils Ordnance Survey

36

3 (iii) (b) Identify a freight route signage strategy

• this links to 2. above and will include positive signing • will include signage for height and weight restrictions • identify a prioritisation list for where signage will be implemented

• • • • • •

ESCC FTA RHA HA District / Borough Councils Ordnance Survey

2012

FS2, FS5

3 (iii) (c) Revise and update the Policy Statement

• to be used as an assessment tool for the implementation of weight restrictions • review all outstanding requests against any new policy

• • • • •

ESCC FTA RHA HA District/Borough Councils

2011

FS2, FS4, FS7

Target date for implementation

Strategy Policies

Ongoing

FS1, FS2, FS6, FS8

Ongoing

FS1, FS2, FS6, FS8

4.

Improve the County’s Connectivity

Measure

Key issues

4 (a) • identified through the Local Promote and, as Transport Plan appropriate, implement • lobbying central Government road network to work closely with the HA on improvements as identified their roads through the Local • aim to reduce journey time, Transport Plan and other improve journey time related processes reliability and improve safety 4 (b)

• identified through the Local

Partners • • • •

ESCC HA District / Borough Councils Regional Authorities

• ESCC

37

Support and implement localised improvements through the development control highways and planning processes 4 (c) Introduce traffic management measures which improve delivery and manoeuvring of freight vehicles

Transport Plan and Local Development Frameworks • need for improvements identified through submission of planning applications for development • where a need has been identified through relevant strategies or assessments

4 (d) Support and assist in the development of proposals which would transfer freight movements from road to rail or water

• this should not cause unacceptable local problems • transport schemes may be required to support the more sustainable transportation of freight

4 (e) Work closely with relevant departments, authorities and organisations to exploit funding opportunities for the development of freight on rail and water

• will require close working relationship with organisations from whom funding will be available • ensure all avenues of funding are sought • seek advice from other

• District / Borough Councils • Relevant developers / applicants

• ESCC • District / Borough Councils • Chamber of Trade or local business representatives • FTA • RHA • Freight operators • Local communities • Parish councils • • • • • • • • • • •

Ongoing

FS2, FS5, FS6

ESCC FTA District / Borough Councils NR port authorities rail and port operators

Ongoing

FS1, FS5, FS6, FS7, FS8

ESCC District / Borough Councils FTA NR rail and port operators

Ongoing

FS5, FS6, FS7, FS8

38

authorities who have secured funding 4 (f) Support and promote (where appropriate) the need for interchange facilities in the County, and promote and progress these schemes where appropriate

• proposals would need to be developed in line with relevant plans and strategies • the impacts on the economy, society and environment will need to be assessed

• • • • •

ESCC District / Borough Councils FTA RHA developers

2011

FS1, FS5, FS7, FS8

4 (g) Support applications for the provision of lorry parking

• this should be appropriate to the locality, i.e. basic, intermediate or premium • should be located adjacent to the advisory Freight Route Network • should not cause unacceptable problems to local communities

• • • • •

ESCC District / Borough Councils FTA RHA developers

2011

FS6

Ongoing FS2, FS5, FS6 • any works should be • ESCC undertaken to a standard • Highways Agency suitable for use by a high • District / Borough Councils volume of vehicles • FTA • consideration also needs to • RHA be given to the size and • Network Rail weight of vehicles being driven Note: The actions within the Action Plan are aspirations, and will be delivered subject to funding and resources being available, and also subject to commitment to delivery from the relevant stakeholders 4 (h) Ensure roads and bridges on strategic routes are maintained to an appropriate standard

39

8.7

Monitoring and Review

8.7.1 The DfT’s ‘Guidance on Local Transport Plans’ (2009) identifies that transport authorities may wish to consider local targets on freight, either for the entire plan area or specific locations. It also highlights that the plan should consider the needs of both people and freight within the context of environmental constraints. 8.7.2 The guidance also identifies potential measures for meeting the national transport goals, and these include developing FQPs, and supporting the use of rail and water for the use of freight. 8.7.3 It is important that the targets within the strategy action plan are monitored and reviewed, and due to the close relationship this strategy has with the Local Transport Plan, it is recommended that this strategy is monitored and reviewed in line with LTP3.

40

9.

References

i

2009 Mid-year Population Estimates, Office for National Statistics

ii

Policy Based Population Projections (August 2010) East Sussex County Council

iii

Skills for Logistics (2009) England (Labour) Market Factsheet

http://www.skillsforlogistics.org/en/index/reports/lmi/lmfactsheet/?asset=245781&assetdetesctl5078073=245781 (Keynote 2007 Distribution Industry) iv

Skills for Logistics (2009) England (Labour) Market Factsheet

http://www.skillsforlogistics.org/en/index/reports/lmi/lmfactsheet/?asset=245781&assetdetesctl5078073=245781 (Annual Population Survey 2007, ONS Copyright) v

Skills for Logistics (2009) England (Labour) Market Factsheet

http://www.skillsforlogistics.org/en/index/reports/lmi/lmfactsheet/?asset=245781&assetdetesctl5078073=245781 (Annual Business Inquiry 2007, ONS Copyright) vi

Department for Transport (January 2007) Freight Best Practice: Local Authority Freight Management

Guide p.5 vii

Department of Energy and Climate Change

http://www.decc.gov.uk/en/content/cms/what_we_do/change_energy/european/cepackage/cepackage.a spx viii

Civil Aviation Authority, Airport Freight 1999-2009 (Tonnes)

http://www.caa.co.uk/docs/80/airport_data/2009Annual/Table_13_2_Freight_1999_2009.pdf ix

AirportWatch (8 February 2010) Gatwick Area Conservation Campaign Press Release: New Gatwick

owner rules out second runway http://www.airportwatch.org.uk/news/detail.php?art_id=3862 x

Roger Tym & Partners (2004) Rye Harbour Revitalisation Project Partnership p.4

xi

Department for Transport (2010) Maritime Statistics

xii

Department for Transport (2009) Transport Statistics Great Britain - Maritime Statistics

http://www.dft.gov.uk/pgr/statistics/datatablespublications/tsgb/2009edition/sectionfivemaritime.pdf xiii

Department for Transport (July 2010) Letter - European Commission Consultation on the future

Trans-European Network – Transport (TEN-T) Policy p.31 xiv

Freight on Rail (2006) Freight on Rail Research

xv

Department for Transport (2004) DfT Feasibility Study of Road Pricing

xvi

Department for Transport

(http://www.dft.gov.uk/144130/165183/206767/Traditional_regional_distri1.jpg xvii

Department for Transport (2007) Local Authority Freight Management Guide p.35

xviii

Department for Transport (2009) Freight Best Practice: SAFED for HGVs – A Guide to Safe and Fuel

Efficient Driving for HGVs p.1 xix

Department for Transport (March 2010) Increasing the Uptake of Eco Driving Training for Drivers of

Large Goods Vehicles and Passenger Carrying Vehicles: Consultation Document

41

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