New planning framework welcomed as pro-transport and may help fleets electrify

The government’s new National Planning Policy Framework (NPPF) for England published this month gives a welcome boost to transport in general and the electrification of road freight in particular, including by introducing a new national policy for freight and logistics.

The NPPF, which was originally introduced in 2012 and has been revised periodically in the years since, sets out central government planning priorities for proposed developments and how they are expected to be applied.

For the first time in national planning, a dedicated policy (E3) of the NPPF specifically addresses the needs of the freight and logistics industry – acknowledging that the sector has requirements that the system must accommodate, including access to transport networks, night operations, secure vehicle parking, and the ability to charge electric vehicles.

Several policies may also help simplify processes for fleets looking to electrify: for example, policy E2 recognises that the availability of electricity network infrastructure that provides an adequate grid connection can contribute to a location’s particular importance in meeting an unmet need.

The revised framework has been welcomed by advocates for electric heavy trucks.

Jamie Sands, the head of solutions at electric truck pioneer haulier Welch Group and founder of the TwentyForty electric truck research group, said: “These are decision-making policies. They apply to applications now, today, not whenever your local authority gets round to its next plan. That matters because most local plans are silent or actively hostile on freight, and they’ll stay that way for years.

“If your electrification project stalled at planning, your position just got meaningfully stronger. Substations, charging infrastructure, BESS [battery energy storage systems], depot extensions, intensification, new sites near the junctions where the work actually is. Marginal refusals become winnable appeals, and councils know it, which changes the pre-app conversation too.

“Planning permission still isn’t a grid connection, and most operators are tenants with a landlord between them and the application. But that’s a property problem now, not a planning one, and property problems can be negotiated.”

Ben Fletcher, chief executive of Logistics UK, welcomed the government’s decision to introduce a dedicated freight and logistics policy within the NPPF, noting that it reflected several key recommendations made by his organisation during the consultation process.

These included support for locating logistics developments close to strategic transport networks and the provision of electric vehicle charging infrastructure, as well as an explicit requirement for sufficient and secure lorry parking.

“We also welcome the recognition that development of roadside facilities should be supported where it meets an evidenced need to improve road user safety and welfare, expands access to electric vehicle charging and alternative fuels, and address shortages in overnight lorry parking,” he said. “These measures will help reduce inappropriate parking and ensure drivers have access to the facilities they need.

“In addition, the draft framework recognises the importance of improving driver welfare and security, supporting the transition to new vehicle technologies and reducing environmental impacts through better facility design and climate mitigation measures. It also acknowledges the operational realities of the logistics sector, including the need for some facilities to operate at night.

“While we will continue to advocate for stronger recognition of logistics as critical national infrastructure and greater protection for existing logistics land, the inclusion of a dedicated freight and logistics policy represents a significant step forward. The draft framework is a positive move towards a planning system that better supports the needs of the UK’s logistics sector and the businesses, communities and supply chains that depend upon it.”

Road Haulage Association (RHA) managing director Richard Smith said his initial reaction to the framework was positive, particularly in its recognition of freight and logistics and the sector’s infrastructure needs.

“Planning policy matters to our industry because it determines where logistics facilities can be developed, how freight movements are considered alongside housing and commercial growth, and whether suitable land is protected for essential infrastructure such as lorry parking,” he said.

“We have moved from freight and logistics receiving virtually no recognition in one of the country’s most important planning documents, to increasing visibility in successive drafts and now to a dedicated policy.”

Mr Smith also welcomed the express mention in policy TR1, on transport planning, of lorry parking facilities as infrastructure that development plans should provide for, alongside ports, airports and public transport hubs.

“This reinforces what we have consistently argued: safe, secure and suitable lorry parking is essential national infrastructure, not an optional extra.”

Policy E2, he said, was equally encouraging. “It states that substantial weight should be given to proposals that support improvements in freight and logistics. Importantly, this begins to recognise the relationship between economic development and the transport operations required to make that growth possible.

“New homes, industrial sites, retail developments and public services all generate freight movements. Their transport and logistics requirements must therefore be considered from the beginning of the planning process, not addressed as an afterthought.

“There is more detail for us to examine, but the direction of travel is welcome. It reflects sustained campaigning by the RHA, our members and partners on planning, infrastructure, driver facilities and lorry parking.

“Recognition in policy is an important step; the test will be whether it translates into protected land, planning approvals and investment that deliver the infrastructure operators and professional drivers urgently need.”

Daniel Parker-Klein, director of public policy, communications and insight at CILT (UK), the Chartered Institute of Logistics and Transport, also emphasised the importance of the dedicated transport and freight policy.

“CILT (UK) has consistently argued that freight needs to be considered from the outset when government makes decisions about transport, infrastructure and economic growth. It shouldn’t be something we try to accommodate after everything else has been decided,” he said.

CILT echoed the view that the changes could be particularly relevant to depot electrification, HGV charging hubs and the wider energy infrastructure needed to decarbonise freight.

Sue Terpilowski OBE FCILT, chair of CILT (UK)’s Public Policy Committee, said: “The recognition of grid availability could have significant practical consequences. The transition to electric HGVs means some depots and charging facilities will require megawatts of electricity, so it makes little sense to decide where they should go without considering where that power can actually be generated.

“For years we’ve effectively asked whether we can get enough electricity to the site the planning system wants us to use. We may increasingly be able to ask where the freight demand, transport connections and available power coincide.

“That’s a much more realistic way to plan the next generation of freight infrastructure.”

The increased profile of logistics on the government agenda since the appointment of Andy Burnham as prime minister has been underlined by the recasting of transport minister Keir Mather MP as the minister for aviation, maritime and logistics. He was previously titled as minister for aviation, maritime and decarbonisation.

Responding to news of his appointment on LinkedIn, Mr Mather wrote: “It’s a simple change… that shows how serious I am about putting the logistics sector at the heart of government.”

The NPPF can be downloaded from the gov.uk website.