The importance of freight in East Sussex
Overview
This chapter sets out the evidence base that supports the aims and aspirations of the Freight Strategy, and should be read in conjunction with the Local Transport Plan 4 (LTP4) Evidence Base. Where appropriate, later chapters may also introduce evidence in relation to specific investment priorities.
Freight in East Sussex
Freight within, to and from East Sussex is the movement of physical goods using transport networks such as roads, railways, inland waterways and the sea, and for short last-mile journeys by bicycle. Goods can be transported by a range of different vehicles including heavy goods vehicles (HGVs), ordinary goods vehicles (OGVs), light goods vehicles (LGVs), freight trains, shipping, air, cargo bikes and by foot.
International freight gateways
The south coast of England is home to major international freight gateways of national significance. East Sussex (specifically) is home to the port of Newhaven, with ferry passenger and road freight carried to/from Dieppe (France), alongside short sea and coastal shipping. To the east of the county in Kent are the international gateways of Dover (which has a ferry to Calais) and Folkestone (home to the Channel Tunnel to Calais). In the west there are the seaports of Portsmouth (for passenger and road freight) and Southampton (for container shipping).
Newhaven Port has a smaller role in the hierarchy of freight gateways along the south coast, but offers a popular and vital alternative. Shipping freight from Newhaven is moved by both the strategic rail network and the strategic road network. Via the A259 (east-west) and the A26 (to the north). Road freight from Dover and the Channel Tunnel that is destined for elsewhere in the country moves predominantly through Kent via the M20, M26 and M25, bypassing East Sussex. The county’s location places us within reach of the European continent by road via the Eurotunnel and/or Dover, and major freight shipping via the container terminal at Southampton.
Rye Harbour, in Rother District, is a small-scale commercial wharf facilitating the imports of aggregates and the exports of grain to mainland Europe. Additionally, Rye Harbour is home to a considerable industrial area with storage and heavy industry (e.g. refining oil).
Further cross-boundary movements are central to the movement of freight in East Sussex. Located north-west of East Sussex is London Gatwick Airport, a significant hub with a dedicated cargo centre and various freight handling services. The expansion and growth of London Gatwick Airport (the Northern Runway Project which will double the volume of cargo handled) provides opportunities for economic and employment growth for East Sussex and the region. East Sussex County Council were involved in the public inquiry to seek assurances and secure remediation that expansion of the airport be balanced against the impacts that such growth will have on the environment and local communities (e.g. noise, air quality) in the county.
Changing freight vehicle fleet on the East Sussex road network
Similar to other parts of the country, there has been an increase in the number of light and HGV’s on some roads on the network. The reasons for these include:
- Many rural farms/premises now being used for commercial and leisure purposes as part of the diversification of the local economy, which results in increased HGV movements at these sites,
- The use of in-vehicle Satellite Navigation (satnav) systems or mobile phone mapping often misdirecting HGV drivers down unsuitable routes,
- Centralised deliveries by many businesses, resulting in one large HGV making many deliveries across a wide area instead of smaller commercial vehicles delivering from local depots, and
- A significant movement to e-commerce, increasing the level of online orders and parcel deliveries.
East Sussex highway network constraints on freight movements
The strategic and major road network around East Sussex falls short of the standard needed to fulfil the role of carrying long distance and strategic traffic. Therefore, the major roads in East Sussex carry both strategic (longer distance) and local traffic. This combination can cause considerable delays in and around urban areas where speeds and/or volumes of traffic are constrained. The A21 and A27, which form part of the strategic road network managed by National Highways, and the A22, A259 and A26 sections of the Major Road Network (the most economically important A class roads managed by the county council as the local highway authority), all pass through several villages or large towns (e.g. the A259 through Bexhill and A259 through Newhaven). This causes severance, noise, vibration, and air quality issues for local residents, as well as to visitors travelling to/from the south coast and across the wider county.
In consideration of the constraints of the existing road network in the county, our policy for the control and routing of freight vehicles (East Sussex County Council - Control of HGV’s policy PS4/5) highlights the need for the use of both A & B roads in the county being available to carry heavy lorries, with some exceptions based on environmental grounds. Therefore, this approach allows freight movements to disperse over the available road network rather than to concentrate them on selected roads.
Whilst environmental and weight restrictions are and can be put in place on some roads across the network, freight vehicles will be able to use these roads for ‘access’ purposes. For example, deliveries to/from businesses or to residential properties.
Road freight links between East Sussex and the rest of the country can be impacted by disruption caused by congestion on strategic road corridors, notably the M25. Such disruption can increase journey times of freight vehicles (often HGVs). There is also a lack of resilience for regional freight routes when disruption does occur. In particular, there is a lack of alternative or diversionary road routes for HGVs and rail infrastructure constraints for rail freight services. This is alongside limited freight services and lorry parking in the county.
Devolution
The establishment of the MCCA for Sussex and Brighton and reorganisation of local government across West Sussex, Brighton and Hove and East Sussex resulting in the creation of unitary authorities across the geography will result in changes in strategic planning with Spatial Development Strategies (SDS) being prepared by Strategic Planning Authorities (SPA). SDS’s will provide a framework for how land will be used for housing, employment, infrastructure, and other purposes, ensuring that development occurs in a way that supports economic, social, and environmental goals. Development of the SDS will include the MCCA for Sussex and Brighton working with the County Council, and, following local government re-organisation, the unitary authorities across Sussex and Brighton. The reorganisation of local government will enhance opportunities to work collaboratively over a wider geographical area and to integrate the needs of freight and logistics within the policies and delivery of an SDS. The MCCA for Sussex and Brighton will be responsible for Local Transport Plans.
Freight logistics in town centres
East Sussex County Council is currently undertaking several projects to re-design town centres that prioritise people using active travel and public transport, for example in Eastbourne and Hastings. These provide opportunities to integrate improved last mile logistics, such as through the development of micro-consolidation centres which support the uptake of smaller zero-emission vehicles such as e-cargo bicycles.
Further evidence that supports this document can be found in the East Sussex LTP4, Section 8 - ‘Keeping East Sussex connected’.
Other policies and strategies
There are a number of other strategies and policies that will support the successful delivery of the freight strategy, and vice versa. Some of the strategies and policies are identified within this sub-section, grouped by geographical coverage, this list is not exhaustive.
Local
Local Plans (district and borough Local Plans are under development, South Downs National Park (2019)
Local planning authorities (district and borough councils and the South Downs National Park Authority have recently or are reviewing their local plans. These involve planning for and identifying sites for housing and employment.
The Freight Strategy will consider employment sites development by connecting business to business and business to customer. It will also support the growth of business across all sectors in the UK, through effective spatial planning.
East Sussex Local Transport Plan 4 (2024-2050)
The creation of “an inclusive transport system that connects people and places, is decarbonised, safer, resilient, and supports our natural environment, communities, and businesses to be healthy, thrive and prosper.”
This freight strategy provides an opportunity to improve the movement of freight around the county supporting people (deliveries and access to a workforce) and businesses (business to business and business to customer), alongside the objectives and outcomes of LTP4.
East Sussex Prosperity (2024)
The strategy seeks to secure inclusive and sustainable economic growth, setting out how over the next generation, East Sussex can secure better opportunities and living standards for people who live in the county, and how businesses can develop new routes to value creation.
The freight strategy will be vital in connecting business to business and business to customers to support a thriving economy and meeting the needs of our residents and visitors.
Regional
Transport for the South East’s Transport Strategy (2025)
It sets out the vision for region and the strategic economic, social, and environmental goals and priorities that underpin it. These include net-zero, improved productivity, health and wellbeing, quality of life, accessibility, and protection of the south-east unique natural and historic environment.
The East Sussex Freight Strategy supports the wider ambition for freight across the south east region, given Newhaven Port in the county and the unique road network challenges faced.
Transport for the South East’s Strategic Investment Plan (SIP) (2023)
The Strategic Investment Plan, adopted in March 2023, provides a framework for investment in strategic transport infrastructure, services, and regulatory interventions for the next thirty years. This document is in the process of being reviewed.
The freight strategy supports the identified freight improvements across the county supporting business to business and business to customer movements
Transport for the South East’s Intermodal Freight Study
The study sought to identify the potential for intermodal freight and identify potential rail freight interchange locations in the south east.
The Freight Strategy considers rail freight and supporting existing opportunities in the county.
National
Industrial Strategy (2025)
A strategy to support eight sectors of the UK industry, that will support the growth of existing companies and for new ones to successful emerge in the UK. Despite not naming it as one of the eight sectors if the UK industry, the strategy acknowledges the freight and logistics sector's vital contribution to the economy and includes specific links and supporting strategies for its development.
The Freight Strategy will support the industrial strategy by connecting people (business to customers and access to a workforce) and business (business to business) together, thereby, enabling the ambitions of the industrial strategy to be realised through connected businesses and freight and logistics networks.
Carbon Budget and Growth Delivery Plan (2025)
A target pathway to reducing carbon emissions and reach net zero by 2050 and looking at how we can met our carbon budgets to met the net zero ambition.
Transport has an important role to play, and the strategy includes a priority area on decarbonisation across both business to business and business to customer operations.
Decarbonising Transport: A Green Britain (2021)
Sets out path to achieving a net zero transportation system in the UK.
The decarbonisation of freight is an investment priority area for the East Sussex Freight Strategy, thereby assisting the journey towards achieving net-zero across all freight operations.
Inclusive Transport Strategy (2018)
This Strategy sets out the Government’s plans to make our transport system more inclusive, and to make travel easier for disabled people.
The freight strategy acknowledges the role that home (business to customer) deliveries have in helping people who are less able to leave their homes have access to shopping and retail offers. It also explores opportunities to reduce the number of vehicles on the highway, helping promote safer walking, wheeling and cycling.
Clean Growth Strategy (2017)
The Clean Growth Strategy aims to balance the UK’s economic growth with reductions in greenhouse gas emissions. Accelerating the shift to low carbon transport is identified as one of the key policy priority areas, with fixed targets and funding set out to carry out decarbonisation across a range of transport modes.
The freight strategy sets decarbonisation opportunities and aspirations for the freight industry. Thereby supporting the clean growth strategy.
Climate Change Act (2008)
Sets targets for UK greenhouse gas emission reductions of at least 100% by 2050, against a 1990 baseline (this was previously 80% but was updated to a net zero target in June 2019). The Act also provides a system of carbon budgeting and the development of a National Adaptation Programme.
Supporting the Climate Change Act is demonstrated by the investment priority on decarbonisation within this freight strategy.