Memorandum from Faber Maunsell (FT 41)
INTRODUCTION
1. Faber Maunsell is an award-winning, international
consultancy specialising in buildings, transportation and environmental
services. With an outstanding reputation for quality and innovation,
we are directly addressing today's major sustainability challenges
throughout our work. With an annual turnover in excess of £160m,
we employ more than 3,000 people through a network of over 30
office locations across the UK and Europe.
2. We derive additional strength from our
parent company AECOM. One of the world's largest providers of
professional, technical and management support services, they
are responsible for some of the most complex and demanding projects
currently being undertaken globally.
3. Faber Maunsell is one of the UK's most
experienced and respected transportation consultancies, delivering
a portfolio of services that extends from high-level strategy
development and demand forecasting to project design and construction
management. Our clients include central and local governments,
national agencies, transport operators, developers, banks and
construction companies.
FREIGHT TRANSPORT
4. Amongst the varied work Faber Maunsell
undertakes relating to the issues that the Committee is considering
we believe that here is an issue that we have pertinent and relevant
information. It relates to the question: How effective are the
Freight Quality Partnerships in improving the local experience
of freight and deliveries?
5. Our experience supporting the local authorities
in Tyne and Wear in researching, creating and operating a Freight
Quality Partnership has been almost entirely positive with a series
of widely supported practical actions delivered in an effort to
ensure more appropriate HGV routing and more efficient route finding.
The appended document was prepared to highlight the work of the
Partnership and is a comprehensive record of its actions.
CONCLUSION
6. The work undertaken by Faber Maunsell
suggests that Freight Quality Partnerships can be effective in
improving the local experience of freight and deliveries but only
when decisions are based on clear evidence of current freight
operational practices, relevant stakeholder groups are engaged
and that engagement maintained over the longer term and where
the resultant "call to action" to the freight industry
is communicated effectively and repeatedly.
ENGAGING WITH FREIGHT—THE TYNE AND
WEAR FREIGHT PARTNERSHIP
Faber Maunsell
1. INTRODUCTION
The Tyne and Wear Freight Partnership seeks
to understand the problems and issues in terms of freight movement
and sets a coherent strategy and mechanism which they can addressed
through. The Partnership brings together transport operators,
industry representatives, local authorities, the Highways Agency
and key local stakeholder groups to facilitate delivery of an
action plan which is targeted at improving the efficiency, safety
and sustainability of freight movement.
This paper outlines out the policy context to
the work, before setting out the process of establishing and developing
the Freight Partnership. The work undertaken on providing routing
information is explained, including the production of a freight
map for Tyne and Wear and detailed tailored maps for individual
destinations. Reviews of signage with respect to freight are then
discussed along with the progression/implementation of the recommendations.
The paper continues to look at a review of priority lanes in Tyne
and Wear, the provision of lorry parking, assessment of rail freight
and the communication techniques used by the Partnership.
2. POLICY CONTEXT
"Sustainable Distribution: A Strategy"
(1999) still provides the overarching Government guidance. The
document highlights the importance of efficient freight distribution,
but stresses that this should not be at the expense of the wider
community and environment. It sets out a framework for working
with the industry, local government and others in achieving sustainable
distribution. At a local level, the strategy promotes the development
of Quality Partnerships between local authorities the freight
industry, business communities, residents and environmental groups.
Further to this, the Department for Transport
has issued guidance on "How to set up and run Freight Quality
Partnerships (FQPs)". This sets out how to initiate FQPs
and includes guidance on identifying action plans on the basis
of the issues and problems, together with advice on maintaining
momentum and monitoring/evaluation.
Local Transport Plans (LTPs) are key documents
in setting transport policies at a local level and delivering
an effective programme of investment. The "Full Guidance
on Local Transport Plans" (2006) stresses that in developing
their programmes, authorities are expected to show that they have
considered the services and facilities they provide to all users
of local transport networks. It is emphasised that LTPs not only
provide for those who are traditionally given prominence in transport
planning, but other users including freight and distribution vehicles.
In Tyne and Wear, the LTP has provided the platform for the launch
and development of the Freight Partnership.
3. SETTING UP
THE PARTNERSHIP
3.1 The Nature of Freight
In 2004, Faber Maunsell undertook a study on
behalf of the Tyne and Wear LTP team to investigate the nature
of freight in the area. The aim of this project was to provide
a solid foundation for the development of a realistic and deliverable
freight strategy.
This study provided a snapshot of the nature
of freight movements in a selection of locations. Its purpose
was to provide a better understanding of how freight transport
operates and raise awareness of the problems and issues faced
by the industry.
Key findings of the study are summarised below:
— Locations causing concern in terms
of congestion were identified. This included the A1, particularly
around the MetroCentre and Team Valley Industrial Estate.
— Goods vehicles were generally found
to use the most appropriate routes, but there were some instances
where this was not the case.
— The No-Car lanes in place were found
to be popular with freight operators, but the operational issues
and performance were not well understood.
— Signing with respect to freight was
good overall, but wayfinding was found to be more difficult in
town and city centres and within large industrial estates.
— There was a lack of foreign language
information, despite the increase in foreign drivers over recent
years.
— There was a shortage of driver rest
facilities in the area, with the Newcastle NT Truckstop at Birtley
and Washington services being the only formal lorry parks.
— It was considered that a Freight
Partnership could provide the mechanism for delivering a range
of actions, but careful consideration with respect to the operation
of the Partnership was required.
3.2 Launch of the Partnership
In April 2005, the Tyne and Wear Freight Partnership
was launched at a consultation event held in Newcastle. The event
was successful in bringing together transport operators, industry
representatives (Road Haulage Association and the Freight Transport
Association) along with key delivery agencies, including the five
local authorities and the Highways Agency.
It was agreed that the aim of the Freight Strategy
should be "to improve the efficiency, safety and sustainability
of freight movement in the region". Importantly, there was
a consensus that the Partnership should work to a clearly defined
action plan, focusing on the delivery of tangible outputs. This
was considered important to achieving continued support from a
cross section of organisations and fundamental in ensuring that
the Partnership would not merely become a discussion forum.
The consultation event included discussion on
potential "Do Now" and "Do Soon" tasks to
be included in the action plan. It was agreed that the following
tasks would be undertaken in the first year:
— Establishing the Freight Partnership/set
up communication links, including quarterly meetings and newsletter.
— Agreeing a lorry routing strategy
across Tyne and Wear.
— Producing and marketing a freight
map.
— Reviewing signage with respect to
freight across Tyne and Wear.
— Assess the case for provision of
freight driver information boards at key points in the area.
Other tasks identified under the "Do Soon"
category included:
— Assessment of Priority Lanes (including
No-Car lanes) in Tyne and Wear.
— Review the provision of lorry parking
facilities.
— Assess the case for the development
of a Consolidation Centre.
— Promotion of driver training programmes.
— Review delivery arrangements to town
and city centres.
3.3 Operation of the Partnership
The Partnership is currently overseeing the
delivery of the Year 3 (2007-08) Action Plan. Its role is to review
progress towards delivering identified tasks and to inform the
direction and scope of the work carried out. The range of organisations
it encompasses enables it to provide a strategic steer, as well
as providing valuable detailed information required for undertaking
components of the action plan. Minutes of each meeting, including
agreed actions are recorded and a newsletter is produced which
is circulated to a wider distribution list of over 40 operators.
Progress in the delivery of actions has been
borne out by the attendance at the Partnership meetings, which
has grown from an average of 14 attendees in 2005 to 18 attendees
in 2007. Organisations who regularly attend the Partnership meetings
include:
— Freight Transport Association.
— Government Office North East.
— Newcastle City Council.
— North East Transport Activists Roundtable.
— North Tyneside Council.
— Road Haulage Association.
— South Tyneside Council.
— Sunderland City Council.
— Port of Tyne Logistics.
— Tyne and Wear Local Transport Plan
Team.
4. ROUTING
4.1 Introduction
As discussed, the development of a lorry routing
strategy and the production of a freight map were identified as
"Do Now" actions at the launch of the Partnership. This
was progressed and completed in the first year of the Partnership
and provided a foundation for further developments to be made
with respect to freight mapping. This has included the development
of more detailed tailored freight destination maps in Year 2 and
standardised maps for abnormal loads and highway restrictions
across Tyne and Wear, which are to be completed during Year 3.
4.2 Tyne and Wear Freight Map
The map was developed in close consultation
with the Partnership and in particular with the five local authorities
and the Highways Agency. The map identifies a suggested road freight
network for the conurbation and shows the key destinations for
freight traffic. Thirteen detailed inset maps are included, which
depict preferred routes to the destinations along with height
and weight restrictions. The map also includes contacts for local
authority Traffic Managers, guidance on abnormal loads, and information
on Freight Best Practice, the Department for Transport's programme
targeted at improving operational efficiency in the industry.
The map was launched at a Freight Best Practice
event in Sunderland in March 2006. 2,000 copies of the map were
produced and distributed to local authorities, Newcastle Airport,
ports, transport operators, and truck stops. The map has also
been made available electronically through a website developed
for the Freight Partnership www.tyneandwearfreight.info (see section
9.1).
Figure 1 Tyne and Wear Freight Map[67]
An important task to be carried out during Year
3 is to undertake a thorough review, update and re-print of the
map. As part of the review, meetings will be held with the Local
Transport Plan contacts and Traffic Managers at each of the five
local authorities. This will involve discussion of the key freight
destinations depicted on the map and identification of any additional
destinations. The preferred routes to each of the destinations
would also be reviewed, along with the identified freight network,
height and weight restrictions. Contact details will also be reviewed
and updated.
4.3 Tailored Freight Destination Maps
A significant development during Year 2 was
the production of detailed tailored maps for key freight destinations.
With the Tyne and Wear Freight Map as a starting point, the maps
show a more detailed road network around the destinations, highlight
preferred routes, include directions from the strategic road network
and depict individual buildings. The maps were developed in conjunction
with the local authorities and key contact points at the individual
destinations. 11 tailored maps were produced during Year 2 for
the following destinations:
— The Bridges Shopping Centre (Sunderland).
— Eldon Square Shopping Centre (Newcastle).
— North Tyne Industrial Estate.
— Salters Lane and Balliol Industrial
Estate.
Figure 2 shows the map produced for Eldon Square
Shopping Centre.
Figure 2
ELDON SQUARE SHOPPING CENTRE TAILORED MAP
The maps have been very well received by companies
and local authorities alike and the majority have been approved
by both parties. Each map is available on the website and organisations
have been encouraged to email the maps out to their customers.
During Year 3 additional maps are to be produced
for the following destinations:
— Porobello Industrial Estate.
— Tyne Tunnel Trading Estate.
— Rainton Bridge Industrial Estate.
— Silverlink/Atmel/Cobalt/Middle Engine
Lane Industrial Estates.
— Washington Industrial Estates.
4.4 Abnormal Loads Route Map
The case and feasibility for the production
of an Abnormal Loads Route map for Tyne and Wear was been assessed
as part of the Action Plan for Year 2. A standardised and up-to-date
abnormal loads map for Tyne and Wear is therefore to be produced
during Year 3, showing preferred routes by load category (wide,
heavy and high) across the conurbation. It is envisaged that the
map would be available for operators to view on the website, although
local authorities will still be required to authorise any given
route, based on the type of vehicle and the highway restrictions
in place.
4.5 Highway Restrictions Map
A direct development from the abnormal loads
map is the production of a standard map showing highway restrictions
across Tyne and Wear. At present, each local authority uses different
methods of storing data to depict height, weight and width restrictions.
It is proposed that both the abnormal loads route map and the
highway restrictions map should be updated on an annual basis.
5. SIGNAGE
5.1 Importance of Signage
An effective vehicular signing system is one
of the most important tools in effectively communicating correct
and appropriate routes to key destinations. Signage that is appropriate
to freight is clearly important to facilitating the efficient
movement of goods traffic in the conurbation, particularly in
Tyne and Wear, where port related traffic brings a significant
number of drivers who are unfamiliar with the area. Freight specific
signage, which continuously signs preferred freight routes can
play a valuable role, but has the potential to increase signage
overload. The introduction of new signage therefore needs to be
sufficiently well justified.
5.2 Signage Review
A review of signage with respect to freight
was identified as a "Do Now' action at the launch of the
Partnership and was therefore carried out during Year 1. The review
focused on signage to key destinations for freight traffic from
the Primary Route Network (PRN). Whilst this focussed on the provision
of standard road signs as the predominant tool, the review also
included the provision of information boards, which can provide
more detailed information on town centres, or the layout of industrial
estates. Examples of destinations identified by the study team
are as follows:
— Newcastle NT Truckstop.
— Key industrial estates and business
parks (eg Team Valley, Silverlink, Cobalt and MetroCentre).
The review found that signage provision was
very good in most instances, but a series of recommendations were
made, some of which are being taken forward through the Partnership.
With respect to the Port of Tyne, the review found that whilst
the section of the port on the north side of the River Tyne was
well signed from all directions, the section on the south side
of the river, which is a key destination for freight traffic was
not signed at all. Improvements in signage to the Port of Sunderland
from the A690 were also recommended. Another recommendation included
using freight specific signage to encourage HGVs to use the A191
junction with the A19 to access Silverlink Retail Park, Middle
Engine Lane Industrial Estate and Cobalt Office Park in order
to relieve the congested A1058 junction.
5.3 Implementation of Signage to the Port
of Tyne
The recommendation from the signage review to
provide signage to the Port of Tyne was progressed during Year
2 in close consultation with the Highways Agency, the Port of
Tyne and South Tyneside Council. An important issue to resolve
before drawing up the detailed design specification was whether
to sign the port via the A185 or A194 from the A19. Although the
A194 provides the most direct link from the south, the route passes
through a residential area and has been classified as an Air Quality
Management Area (AQMA) by South Tyneside Council. This led to
the A185 being designated as the preferred route from both the
north and south.
A specification for the implementation of 15
new freight specific signs was drawn up and agreed by all parties
following minor amendments (see Figure 3). The signs on the A185
were installed by South Tyneside Council in April and May 2007
(see Figure 4)—signs on the A19 at the junction with the
A185 are to be installed by the Highways Agency in August 2007.
Figure 3 Example Design Specification for Signage
to the Port of Tyne[68]
Figure 4 Installing Signs to the Port of Tyne[69]
5.4 Freight Signage in North Tyneside
One of the recommendations of the signage review
was to provide freight specific signage to Cobalt Office Park,
Middle Engine Lane and Sliverlink Retail Park (North Tyneside)
from the A19 at the junction with the A191 (Holystone). These
are key destinations for freight traffic which can be accessed
easily from the A19, but there is no signage in place at present.
Encouraging traffic to use the A191 junction for these destinations
has the potential to contribute towards reducing traffic levels
at the congested A1058 junction. This recommendation has been
endorsed by the Highways Agency and North Tyneside Council and
a detailed design sign specification was drawn up late in Year
2.
5.5 Bridges Shopping Centre Signing
The production of a tailored freight destination
map for the Bridges Shopping Centre in Sunderland highlighted
the lack of signing for the centre from the Inner Ring Road. Given
the multiplicity of loading bays, this presents navigational issues
for drivers, particularly those delivering to the centre for the
first time. The Action Plan for Year 3 includes the production
of a signing strategy design specification for the centre from
the Inner Ring Road. The specification will be equivalent to that
produced for the Port of Tyne, but will also consider changing
or rationalising existing signage. The work is being undertaken
in close consultation with Sunderland City Council and the Bridges
Shopping Centre.
6. PRIORTY LANES
ASSESSMENT
In addition to bus lanes, there are a number
of No-Car lanes in place across Tyne and Wear. Bus lanes assist
the movement of buses around congested city centres by reducing
journey time and improving reliability. No-Car lanes are a relatively
new concept and are based on use of the lane by buses and goods
vehicles. Newcastle City Council has led the way in the implementation
of such lanes and the approach has recently been rolled out in
Sunderland following the re-designation of the bus lanes on the
A690 (Durham Road) to No-Car lanes.
In order to inform policy across the conurbation,
the Tyne and Wear Local Transport Team commissioned consultants
JMP to assess and quantify the benefits of priority lanes in Tyne
and Wear. The study concluded that No-Car lanes were found to
deliver faster journey times for all users relative to bus lanes,
but instances of lane contravention were higher. Importantly,
the consultation with stakeholders demonstrated strong support
for greater standardisation of the priority lanes both in terms
of the type of lane and hours of operation.
The next stage of work is to draw up guidance
identifying when it is appropriate to introduce different types
of priority lane.
7. LORRY PARKING
7.1 Requirement for Lorry Parking
The shortage of lorry parking and the issues
associated with it are of national significance. Areas for goods
vehicles to stop and park up when away from base are essential
in contributing to freight operations as well being places for
drivers to refresh themselves and maintain their vehicles. Driver
rest facilities and lorry parking provide an important support
service to road freight, particularly for freight companies based
outside the region. Lorry drivers are required to take both daily
driving breaks and overnight rest by the European Union Driver
Hours Directive 3820/85. In addition to the health, safety and
welfare of drivers, inadequate lorry parking provision can have
an adverse impact upon other road users, and poor security can
put cargo at risk. Over recent years lorry park sites have been
under pressure from urban development and often become isolated
from food and other facilities needed by visiting drivers. The
Department for Transport (DfT) Local Authority Freight Management
Guide encourages local authorities to address the issues and progress
actions targeted at improving provision.
7.2 Audit of Current Facilities
An audit of lorry parking facilities in Tyne
and Wear was carried out as part of the Action Plan for Year 2.
The purpose of the audit was to provide an up-to-date baseline
position in relation to the adequacy of lorry parking provision
in order to inform future policy. Importantly, the audit took
account of the impact of the closure of the NT Newcastle Truckstop,
Birtley in January 2007 and providing a "before" and
"after" position.
The audit considered the following three types
of facility:
— Motorway Service Areas (MSA).
— Independent lorry park.
— Areas designated by the local authority.
The survey also looked into off-site parking
at locations such as lay-bys and industrial estates, which can
be inappropriate.
An important aspect of the audit was to interview
drivers to ascertain their views on the current facilities and
how improvements could be most effectively targeted. The audit
included an assessment of the facilities available, as well as
potential capacity and current utilisation.
Following the closure of the NT Newcastle Truckstop
in late January 2007, it is clear from this audit that there is
a severe shortage of lorry parking facilities in Tyne and Wear.
The facility was an important and popular truckstop, providing
good facilities for lorry drivers entering the area. Moto Washington
services on the A1 (between Junctions 64 and 65) is now the only
formal lorry parking facility in the conurbation. Prior to the
closure of the NT Newcastle site, the average night-time utilisation
of the Moto site was 61% during the week, which increased to 90%
following the closure.
7.3 Promotion of Lorry Parking
Given the shortage of facilities, work is to
be carried out during Year 3 to assist in the process of securing
new facilities in the area. To this end, meetings have been held
with Durham County Council to discuss the potential for providing
lorry parking facilities close to the Tyne and Wear boundary.
Further discussions and meetings are to be held with the respective
local authorities and potential service providers to facilitate
progression of new facilities.
7.4 Private Sector Lorry Parking Reciprocation
Pilot
A further initiative to be developed during
Year 3 is a private sector lorry parking reciprocation pilot.
The scheme would allow companies to buy secure parking spaces
at the depots of other operators, or sell space at their own sites.
The pilot will include research into companies willing to enter
reciprocal arrangements, including contact with operators connected
with Tyne and Wear Partnership, the Freight Transport Association
(FTA) and Road Haulage Association (RHA). In order to ensure a
critical mass for the pilot, a substantial amount of effort would
have to be expended in communicating with and selling the benefits
of such a scheme. The website would be amended to act as a platform
for companies to buy and sell spaces. Its success can be judged
on the number of spaces being made available for trading and on
the take up.
8. RAIL FREIGHT
8.1 The Current Position
The majority of work undertaken by the Partnership
has focussed on road freight transport, as local authorities have
greater scope to affect change in this area. However, given the
importance of promoting sustainable distribution, a review of
rail freight across Tyne and Wear was completed during Year 2.
The purpose of the review was to outline the current position
in order to provide a context for assessing the potential for
increasing the volume of rail freight moved in the conurbation.
In terms of current movements, coal comprises
the highest number at 54 per week, which equates to 52% of the
total. Increased movement of imported coal through the Port of
Tyne has been key to the increased number of coal trains. The
first imports of coal began in 2004 when 115,500 tonnes of coal
was handled. Information from the Port shows that this increased
to 1.6 million tonnnes in 2006 and is anticipated to grow to 2.5
million tonnes in 2007.
Petrochemical bogie tanks to Jarrow yard are
the next highest (12 movements per week). The tanks carry a number
of products including Petroleum, Ammonia and water. There are
nine movements relating to the Steel and Automotive industries
respectively and eight Enterprise trains. Enterprise trains are
generally a wagon load or mixed service train. Other movements
include Lime/Mineral and Aluminium.
8.2 Outlook
The review considered that the scope for increasing
the volume of rail freight moved in Tyne and Wear was constrained
by the shortage of available paths on the East Coast Main Line
(ECML). There is some spare capacity, but this is protected to
provide additional slots during periods of disruption. These issues
are addressed by the Network Rail Freight Route Utilisation Study
(RUS), 2007. With respect to capacity issues, Tyne Yard—Tursdale
junction is identified as a significant constraint in the RUS
with respect to rail freight. Re-activation of the Boldon East
Curve is recommended as the best option for addressing this. The
scheme will generate a small number of additional paths to and
from the Port of Tyne, providing an alternative route to/from
the Aire/Trent Valley via the Durham Coast. It also offers an
alternative route from the Port of Tyne to the constrained part
of the ECML between King Edward Bridge and Ferryhill.
In terms of additional rail freight traffic,
the review concluded that it is likely that this would consist
of more coal, intermodal boxes and aggregates. These are the types
of commodity that are growing in volumes across the national rail
network. Certain retailers are experimenting with running intermodal
freight trains as part of their supply chains, and if reliability
remains high, then this type of traffic could be expanded. It
was also considered that there is potential for additional port
related traffic both from Tyneside and Teesport to run through
the area as both ports look to expand volumes.
9. COMMUNICATION
AND CONSULTATION
9.1 Website
The development of a website for the Partnership
was an important development during Year 2 (www.tyneandwearfreight.info).
The website aims to capture all the work of the Partnership and
act as a "one-stop shop" for information and advice
for freight operators. It includes detailed up-to-date information
on freight routes and destinations through a web-based version
of the Tyne and Wear Freight Map. The detailed tailored maps for
key freight destinations in the area are also included, along
with links to traffic information, information on lorry parking,
contacts for local authority traffic officers and information
on Freight Best Practice. Example screenshots from the website
are shown in Figure 5.
Figure 5 Tyne and Wear Freight Partnership Website[70]
The website was launched in December 2006 and
by June 2007 32,500 hits had been made from 5,600 individual users.
It has been well received by a range of organisations—the
quote below is from Al Wheatley and Sid McAuley at the Transport
Training Centre, Ministry of Defence (MoD).
"As a transport manager for the MoD(North),
I found the site very informative and easy to follow, just what
a haulage driver needs when delivering to new areas. I particularly
liked the mapping to major sites in & around the area, also
the truck stops. Perhaps other large cities should follow example
and produce something similar. Well done".
9.2 Electronic Information Points
In Year 1, the Partnership started to consider
the provision of a trial Electronic Information Point (EIP). The
EIP could provide a range of information for drivers, including
live traffic and roadworks information, advice on lorry parking,
guidance on lorry routes to key freight destinations, best practice
information (safe and fuel efficient driving etc) and also be
a valuable means of communication between the Partnership and
the operators and drivers.
A feasibility study for the provision of a trial
EIP was carried out during Year 2 and assessed the technicalities
and costs of setting up and installing the facility. It was envisaged
that the website would provide an ideal basis and platform in
terms of the content for the EIP, although it would need to be
adapted to operate on a touch screen basis.
The NT Newcastle truckstop at Birtley, which
is located off the A1(M) in the south of Tyne and Wear was thought
to be an ideal location to install a trial EIP. Following the
announcement that the truckstop has closed, the Moto services
at Washington, also off the A1(M) is currently the preferred site.
Implementation and monitoring of a trial EIP is identified as
an task within the Action Plan for Year 3.
9.3 Consultation with Operators
A significant amount of work has been undertaken
since the launch of the Partnership in April 2005. During Year
3, a review of the work will be carried out in order to assess
the work completed to date and inform future direction and activity.
The review will focus on operators, as the main target audience,
and include a series of interviews through site visits and telephone
calls.
10. CONCLUSION
The Tyne and Wear Freight Partnership has been
successful in bringing together a range of organisations, including
transport operators, industry representatives, local authorities,
the Highways Agency and key local stakeholder groups to facilitate
the delivery of a range of actions targeted at improving the efficiency,
safety and sustainability of freight movement.
The main challenge for the future is maintain
momentum and build interest from operators by ensuring that the
actions are targeted at pertinent issues.
Experience from Tyne and Wear suggests that
the following are of key importance to a successful Freight Partnership.
— Undertake initial research with operators,
both inside and outside the area to understand freight movement
in an area and associated problems and issues.
— Engage with transport operators,
industry representatives, local authorities, the Highways Agency
and key local stakeholder groups.
— Identify a clearly defined action
plan, focusing on the delivery of tangible outputs to address
the identified problems and issues.
— Secure sufficient resources and necessary
expertise to deliver the action plan.
— Maintain good communication links
with the Partnership and a wider audience through newsletters,
press releases and a website.
— Review progress with the Partnership
and consult with operators on the work undertaken to inform future
direction.
BIBLIOGRAPHY
A Guide on How to Set up and Run Freight Quality
Partnerships, Department for Transport.
Freight Route Utilisation Strategy (2007), Network
Rail.
Full Guidance on Local Transport Plans: Second
Edition (2006), Department for Transport.
Local Authority Freight Management Guide (2007),
Department for Transport.
Sustainable Distribution: A Strategy (1999), Department
for Transport.
October 2007
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