Investment priority areas

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Introduction

This section firstly sets out the policy context, evidence and opportunities under each of the identified investment priority areas that partners will seek funding for to enable these to be studied, developed and delivered over the life of the strategy.

Secondly, a list of priorities is presented under each of the priority area showing those that the County Council and their partners seek to study, develop and/or deliver in the short-term (over the next five years to 2030).

The areas and details of investment priorities outlined in this plan are not exhaustive. As the East Sussex Local Transport Plan 4 (LTP4) and this freight strategy are live documents, other investment priorities will and are likely to emerge. These will be supported through the development and delivery process as appropriate.

Investment priorities detailed within this section are intentionally presented at a high-level. It is important to note that as these investment priority areas progress through the study, develop and deliver stages the level of available detail will increase, priorities will become more defined through the consideration of options, and a preferred and deliverable option confirmed.

Where appropriate, priorities signpost to modal strategies and other locations where further information on scheme types are outlined. These signposted locations include, and are not limited to, the following:

In their co-ordination role for the delivery of LTP4, the County Council will maintain a schedule of identified investment priorities, as well as a schedule of the options that are being progressed through the study, develop and deliver stages. These schedules will be updated in collaboration with key development and delivery partners for both the East Sussex LTP4 and freight strategy, as well as the other modal strategies. These will be summarised within future LTP4 monitoring reports as appropriate.

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Investment Priority Area 1: Strategic freight movements

Freight and logistics activities rely on efficient and integrated road, railway, and short-sea and coastal networks to support the reliable movement of goods between international gateways, manufacturing centres, distribution centres and end-users (businesses, shops or individual residential properties).

Policy Context

The National Highways Long-term Strategic Plan to 2050 (published 2023), recognises how England’s motorways and major A-roads support freight and logistics activities. Vehicle charging and fuelling infrastructure, HGV parking and overnight rest areas are required to support these activities. These need to be accessible from motorways and A roads.

The Department for Transport (DfT) supports modal shift to rail and inland water by its Mode Shift Revenue Support scheme, which assists operators with the additional operating costs associated with using these modes instead of road.

The DfT Future for Freight: a Long Term Plan (2022) sets out government and the freight sector’s joint response to the challenges of planning and land allocation, securing the future of the sector, and harnessing technology and data to meet future rising demand.

To achieve this, it will look at a National Freight Network, future energy and fuel needs for the sector, alongside exploring planning reform opportunities, increasing awareness of career opportunities in the freight sector, and, with a £7m Freight Innovation Fund, maximise the use of technology and data across freight and logistics. All this will be overseen by the Freight Council which will hold government and the freight sector to account. The DfT is in the process of developing a new freight plan, and once this is available further detail can be provided in future iterations of this strategy.

The Government’s National Planning Policy Framework (NPPF) – paragraph 114 (published 2024) - states that Planning policies and decisions should recognise the importance of providing adequate overnight lorry parking facilities, taking into account any local shortages, to reduce the risk of parking in locations that lack proper facilities or could cause a nuisance. Proposals for new or expanded distribution centres should make provision for sufficient lorry parking to cater for their anticipated use.

Regionally, the Transport for the South East’s Freight, Logistics and Gateways Strategy (FLAGS) (2022) presents the importance of the South East’s infrastructure in national supply chains. This infrastructure includes busy motorways, major A-road, and rail networks, alongside a variety of rail and port-based international gateways.

TfSE has also recently published a Lorry Parking Study, and a Warehousing Provision Study. TfSE's FLAGS identifies a number of issues in relation to the freight infrastructure in the TfSE area and presents a variety of strategic actions to address them by TfSE and their constituent local authorities and national delivery partners'. TfSE have also recently published their Intermodal Freight Strategy.

Rail freight currently accounts for around 10% of surface freight moved across Britain, providing extensive environmental, economic, and social benefits in comparison to using the road network. In 2023, the DfT announced a target to grow rail freight (tonne kilometres) by 75% by 2050.

Transport for the South East are also studying opportunities for intermodal freight. In East Sussex existing rail freight movements are limited due in part to relatively few sites where freight rail can access (e.g. Mountfield Freight Depot for gypsum, Newhaven Energy Recovery Facility for the removal of bottom ash and Newhaven Port), largely due to gauging and pathing challenges. Additionally, there are limited fewer rail paths available to freight due to passenger train demand on the rail network in the south east including in East Sussex.

Evidence

While data is not available at an East Sussex level, due to the limited availability of rail freight in the county it is likely that the road freight share is similar to if not higher than the UK road freight share. Consequently, future freight and logistics activities are likely to continue to rely heavily on the strategic road network, including motorways and major A-roads.

A range of major A-roads cross East Sussex, including:

  • The A259 (Havant/Emsworth (Hampshire) to Folkestone (Kent) via Chichester, Bognor Regis, Worthing, Brighton, Eastbourne, Hastings & Rye). Connections are available to the A27/M27 in the west and M20 in the east, along with north-south corridors of the A21 (Hastings), A26 (Newhaven) and A23 (Brighton) (in addition to other key north-south corridors in West Sussex and Hampshire).
  • The A27 (Polegate/Pevensey (East Sussex) to Whiteparish (Wiltshire) via Lewes, Brighton, Worthing, Chichester, Portsmouth and Southampton). Connections are available to the A259 at Pevensey in the east and the M27 in the west at Havant/Emsworth along with north-south corridors of the A26 (Beddingham/Lewes) and A23 (Brighton) (in addition to other key north-south corridors in West Sussex and Hampshire),
  • The A21 connecting Hastings to Lewisham (London) via the M25 junction 5 (M25/M26 interchange near Sevenoaks).
  • The A22 connecting Eastbourne/Polegate to Purley (London) via Hailsham & Uckfield and the M25 at junction 6 (Godstone).
  • The A26 connecting Newhaven to the A27 at Beddingham near Lewes, and continuing north-east towards Maidstone in Kent via Uckfield and Tunbridge Wells

Within East Sussex, these strategic and major A-roads are mostly single carriageway exhibiting low levels of resilience towards congestion, with consequential impacts on strategic freight movement. The lack of dedicated HGV parking along these roads, such as the A27/A259, mean lorries are often parked in lay-bys or industrial estates with limited or no welfare facilities, or within residential urban areas where they may cause disruption or safety issues to the public.

Several key freight routes within, into and out of East Sussex run through town and local centres and residential streets, such as the A26 through Crowborough, and the A259 through Bexhill and Hastings. These routes get congested at peak times as strategic and local highway movements conflict, and present severance and road safety risks within these communities.

Newhaven Port rail terminal was reactivated in 2020 and has seen growth in supporting the movement of aggregates and other bulk materials, with freight movements extending nationally and replacing a large number of HGV trips which may have happened otherwise. The Port handled 1,011 thousand tonnes of freight in 2024, up from 689 tonnes in 2018 (DfT Port annual freight statistics- table port0101).

Transport for the South East’s Lorry Parking Study concludes that there is currently a shortage of an estimated 1,528 HGV parking spaces on the SRN and non-SRN across the TfSE area. This shortage in provision is forecast to increase to 4,019 HGV parking spaces by 2040.

Opportunities

LTP4 identifies targeted improvements to road, rail, and port infrastructure to optimise the efficient flow of strategic freight movements.

These improvements will help maximise the economic benefits of strategic freight movement, boosting local economies through job creation, business attraction, and supporting supply chain efficiency, which reduces freight costs for businesses. whilst minimising congestion and emissions and also improve road safety and driver welfare. Local planning authorities and other partners can lead in delivering appropriate infrastructure, such as vehicle charging and fuelling infrastructure, alongside HGV rest stops and parking areas on the strategic road network.

The County Council can work alongside local planning authorities to identify and protect rail heads and other infrastructure required to support mode shift from road to rail or water.

The freight and logistics industry can work with partners to support the delivery of infrastructure such as consolidation hubs or rail freight interchanges to optimise the efficiency of movements. 

East Sussex Routing Network

East Sussex County Council recognises the constraints of the strategic and major road network in the county, meaning that they have to carry both strategic (longer distance) and local traffic.

We also recognise that some of the routes, specifically the A21 and A27 on the SRN (managed by NH’s) and sections of the A22, A259 and A26 as part of the MRN (which are the most economically important A class roads managed by the County Council as the local highway authority) pass through several villages and/or larger towns (for example, the A259 through Newhaven and the A259 through Bexhill and Hastings). This can have impacts on people living within these areas in terms of severance, increased noise, and air quality issues.

East Sussex County Council has introduced restrictions on a small number of especially unsuitable roads for the movement of freight within the County, in accordance with the East Sussex County Council policy - Control of Heavy Goods Vehicles’ policy PS4/5. These restrictions prohibit HGV’s using certain routes and have been applied using a Traffic Regulation Order (TRO).

In considering a potential prohibition for HGV movements, the following issues are considered:

  • Is there a more suitable alternative route available?
  • Can this route be adequately signed?
  • What level of enforcement is available by the Police who have to follow the offending vehicle through the entry and terminal point of the restriction in order to enforce?
  • What is the real extent of the problem – where is the evidence to support the claims of increased HGV use?
  • How many of these HGVs would be impacted by a prohibition (origin/destination or number plate surveys would be required for each road under consideration)?
  • What are the economic impacts – how would any prohibition affect local businesses which form part of our rural economy?
  • What is the environmental impact of additional signage, the cost of implementing the necessary TRO and the whole life cost of maintaining the signs both at the restriction as well as the alternative route signing?

However, it is important to note that HGVs are still able to use these roads where HGV restrictions are in place for legitimate access reasons, for example deliveries to residential properties as well as access to local businesses. 

As part of the development of the freight strategy we have reviewed whether we are able to amend our policy ‘Control of HGV’s policy PS4/5’ which highlights the need for the use of both A & B roads in the county being available to carry heavy lorries.  

Whilst consideration has been given to introduce a freight routing network so that HGVs be redirected away from B class roads through villages, this would place additional pressures on the limited A roads in the county, impacting on overall journey times for all road users, increasing journey times for HGV drivers and costs for operators (which in turn may be passed onto customers) due to vehicles having to take a longer distance and timed route.

Given these impacts, and the current limited and inconsistent quality of the A road network in the county, on balance that the County Council  propose that the approach to the routing of freight vehicles in the county remains unchanged. Therefore heavy goods vehicles will continue to be allowed to use and disperse over the available A and B class road network, rather than to concentrate HGVs on selected roads. The County Council appreciate the impacts that this may have on some communities in the county. Accordingly, we recognise that further work needs to be undertaken to get a deeper understanding of the impacts on local communities, as these will vary depending on location and characteristics of the locality.

The strategy therefore highlights opportunities – in the short-term - that could begin to alleviate some of the issues that this policy has on affected communities. By working with local communities and partners, the County Council will explore:

More strategic measures - such as improving the consideration of freight and logistics through the development of spatial development strategies and local plans, and

At a more localised level - opportunities for the development of small freight consolidation centres, combined with, or through, standalone sustainable last mile freight movement(s) (i.e. cargo bikes) within town and village centres.

Further measures to support this are highlighted in investment priority areas 3 & 4.

We propose that as the delivery of this strategy evolves, this policy will be reviewed periodically.

Investment priorities

Ongoing initiatives

The following activities to improve the efficiency of strategic freight movements are being undertaken:

  • Inputting into national and regional consultations pertinent to facilitating efficient strategic freight movements, and
  • Working with local planning authorities (district, boroughs and South Downs National Park Authority) to ensure the needs of the freight and logistics industry are integrated within their local plans.

New initiatives

A key outcome of investment is to effectively manage the routing of HGV traffic to ensure that such movements remain on the SRN network for as much of its journey as possible, such that they are fast, reliable, safe, and minimise their impact and disruption to our communities and our natural and historic environments. East Sussex has existing policies in place to support management of HGV routing. The current policy is for A and B roads to be used as the preferred freight routing network. The agreed recommendation in the 25 September 2023 Lead Member for Transport and Environment report was for the freight routing network to be reviewed as part of LTP4 development.

This Freight Strategy has been developed subsequent to the adoption of LTP4, and the preferred freight routing network has been considered as part of this process. As highlighted above, it is proposed as part of this consultation on the draft strategy to continue with the policy of allowing freight to use to disperse over the available A and B class road network across the county, unless there are environment or weight restrictions in place, rather than to concentrate HGVs on selected roads. Even with any such environment or weight restrictions in place, freight vehicles will be able to use these roads for access purposes (e.g. to businesses or residential properties for deliveries).

Despite ongoing initiatives, there are several capability and knowledge gaps preventing the identification, business case development and delivery of strategic freight schemes in East Sussex. Gaps include knowledge between freight, the freight sector, local planning authorities, and local transport authorities.

To help address these gaps, the tables below present an action plan that highlights the short-term initiatives that could be progressed to help identify and facilitate the delivery of longer-term schemes which facilitate strategic multi-modal freight movements. These are presented by the level of influence East Sussex County Council has.

Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Led by East Sussex County Council

These are schemes where East Sussex County Council has greater influence and can help directly develop and/or deliver the intervention, subject to securing funding.

FS02 - Mapping of strategic freight and logistics infrastructure in East Sussex

Initiative

Identify opportunities for optimising movements, through targeted delivery of infrastructure, such as rail freight interchanges, or highway enhancements, and identification of land for potential use.

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – Short-term (up to 2030)
  • Deliver– Short-term (up to 2030)
Key partners

Lead

  • East Sussex County Council
  • Transport for the South East
  • Local Authorities
  • Freight and logistics industry
  • Businesses
  • Freight industry suppliers and customers
LTP4 Investment priority
  • LP15: Logistics

FS03 - Mapping and impact analysis of freight activity hotspots and safety issues.

Initiative

Identify opportunities for improving safety, such as through reconfiguration of highways (which could segregate freight and local traffic), modal shift and retiming to smooth flows.

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – Short-term (up to 2030)
  • Deliver– Short-term (up to 2030)
Key partners

Lead

  • East Sussex County Council
  • Transport for the South East
  • Freight and logistics industry
  • Local Authorities

 

Supporting partners

  • Businesses
  • Parish/ town councils
  • Road safety groups
  • Sussex Police
  • Freight industry suppliers and customers
LTP4 Investment priority
  • LP15: Logistics

FS04 - Route signage and wayfinding strategy

Initiative

Review existing movements, signage, identify optimal routing and deliver changes to ensure appropriate freight routes are adhered to by operators

Indicative cost

Less than £10m

Development timescales
  • Study – short-term (up to 2030)
  • Develop – To be confirmed
  • Deliver - To be confirmed
Key partners

Lead

  • East Sussex County Council
  • Transport for the South East
  • Freight and logistics industry
  • Local Authorities

Supporting partners

  • Businesses
  • Freight industry suppliers and customers
LTP4 Investment priorities
  • LP15: Logistics
  • CP02: Signage and wayfinding

Advocated by East Sussex County Council

These are schemes where East Sussex County Council does not lead on development and/or delivery but is a key partner to successful delivery.

FS01 - Enhanced freight connectivity to Gatwick

Initiative

Work with partners to promote and, as appropriate, implement freight network improvements to/from Gatwick Airport.

Indicative cost

£10m to £100m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – To be confirmed
  • Deliver - To be confirmed
Key partners

Lead

  • Gatwick Airport
  • Transport for the South East
  • Network Rail

Supporting partners

  • East Sussex County Council
  • West Sussex County Council
  • Freight industry suppliers and customers
LTP4 Investment priority
  • LP15: Logistics

FS05 - Work with partners to determine and safeguard potential location of lorry parking facilities (including alternative fuelling)

Initiative

Identify need for lorry parking to understand need to control the flow of goods in and out of nearby centres, ensuring that local businesses receive timely deliveries based on:

  1. surveys identifying where parking is already taking place,
  2. surveys capturing driver’s needs and welfare facilities, and
  3. surveys from Local Authorities and businesses
  4. potential sites for lorry parking to be included in Local Planning)
Indicative cost

Less than £10m

Development timescales
  • Study – short -term (up to 2030)
  • Develop – To be confirmed
  • Deliver - To be confirmed
Key partners

Lead

  • National Highways
  • Freight and logistics industry
  • Local planning authorities
  • Transport for the South East

Supporting partners

  • East Sussex County Council
  • Freight industry suppliers and customers
  • Businesses
  • Landowners
LTP4 Investment priorities
  • LP13: Local planning
  • LP15: Logistics

FS07 - Assess rail routes and infrastructure for freight capacity

Initiative

Ensure that existing and potential rail routes and supporting infrastructure can enable growing freight operations (bulk and intermodal rail freight)

Indicative cost

£10 to £100m

Development timescales
  • Study – short -term (up to 2030)
  • Develop – To be confirmed
  • Deliver - To be confirmed
Key partners

Lead

  • Network Rail
  • Rail freight operators

Supporting partners

  • East Sussex County Council
  • Train operating companies
LTP4 Investment priority
  • CP06: Multimodal opportunities (freight)

Supported by East Sussex County Council

These are schemes where East Sussex County Council is not leading or a partner on the development and/or delivery. We will remain supportive of the lead and key partners in the delivery of the intervention. Whilst we may have a limited role in delivery, these interventions are part of the wider picture to improve travelling by for all users.

FS06 - Increase the capability and capacity of rail freight terminal at Newhaven Port

Initiative

Ensure rail freight is the primary mode of onward travel for freight to/from the port to minimise adverse impacts on local environment

Indicative cost

£10 to £100m

Development timescales
  • Study – short -term (up to 2030)
  • Develop – To be confirmed
  • Deliver - To be confirmed
Key partners

Lead

  • Port of Newhaven
  • Network Rail

Supporting partners

  • East Sussex County Council
  • Rail Freight Operators
  • Transport for the South East
  • Freight and logistics industry
LTP4 Investment priority
  • CP06: Multimodal opportunities (freight)
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Investment Priority Area 2: Decarbonisation

The decarbonisation of the region’s freight networks is vital for East Sussex in meeting its carbon emissions commitments. The release and uptake of low and zero-emission Large Goods Vehicle’s (LGV’s) and HGVs is slow in comparison to smaller vehicles. East Sussex County Council and other partners with the responsibility of managing highway infrastructure or operating fleet vehicles regularly on the network (NH, Newhaven Port, Borough and Districts) have the opportunity to enable the delivery of low and zero-emission vehicle charging and fuelling infrastructure, enabling operators and other partners to decarbonise.

Policy Context

The Government has an obligation to reach net zero carbon emissions by 2050 through the Climate Change Act 2008, updated in 2019. The County Council declared a climate emergency in 2019, with a commitment to reach net zero emissions from their own operations as soon as possible, and in any event by 2050. East Sussex borough and district councils have made commitments to become net zero by 2030 (Hastings, Eastbourne, Rother and Lewes) or 2050 (Wealden). Transport remains the largest contributor to carbon emissions, with HGVs comprising a growing proportion of emissions as smaller, lighter on-road vehicles decarbonise at a faster rate.

The Government’s National Planning Policy Framework (NPPF) (published 2024) states that planning policies and decisions should recognise and address the specific locational requirements of different sectors. This includes making provision for storage and distribution operations at a variety of scales and in suitably accessible locations that allow for the efficient and reliable handling of goods, especially where this is needed to support the supply chain, transport innovation and decarbonisation.

The DfT’s Decarbonising Transport Plan (published 2021) sets out the broad strategy for transport nationally. The Future of Freight Plan (published 2022) sets out a strategy for decarbonising freight which includes an emphasis on the uptake of battery electric vehicles, as well as the use of low carbon fuels and hydrogen. New HGVs under 26 tonnes bought from 2035 must be zero-emission, and new HGVs over 26 tonnes bought from 2040 must be zero-emission.

TfSE has committed to reaching net-zero carbon emissions by 2050, with its Freight, Logistics and Gateways Strategy (published 2022) considering freight-specific regional opportunities and challenges for decarbonisation. TfSE will be developing the Alternative Fuels for Freight Infrastructure (ALFFI) tool to support with the identification of potential areas to place publicly accessible goods vehicle charging and refuelling hubs, including alternatives like hydrogen and biomethane. 

Further to a UK-France summit held 9-10 July 2025, the United Kingdom and France agreed to deepen their collaboration on transport. A declaration was agreed between the two countries which includes co-operation on transport decarbonisation, including maritime decarbonisation and zero emission vehicles. Shared goals include reducing maritime emissions to zero by 2050, as well as reducing the impacts of shipping on the wider environment.

Developing a strong framework for maritime decarbonisation on both sides of the Channel will enable the industry to introduce projects, such as green corridors, to demonstrate how new fuels, technologies and approaches will define the industry in the future. Both countries will share best practice on port and maritime decarbonisation policy as it develops, as well as the impacts of shipping on the wider environment.

Evidence

Freight vehicles make up a disproportionately high share of overall transport emissions relative to other vehicles moving on East Sussex’s Road networks. In 2022, HGVs and LGVs accounted for 7% and 16% of vehicle miles travelled, but 26% and 16% of emissions respectively.

In 2023, only around 0.5% of new UK HGV registrations, or 234 vehicles, were zero-emission. Almost all of these were battery electric, given hydrogen fuel cell HGVs remain in their infancy and have currently only seen extremely limited use globally within highly specific operating models. Low carbon fuels, such as biofuels, are only seen as a stopgap for operators to make use of existing vehicle fleets. Although other fuel types will be effective in delivering decarbonisation, there is a developing consensus that the main policy focus will be on the uptake of battery-electric vehicles.

Opportunities

The approach to decarbonising freight movements will look very different depending on the length of the haul (trip), i.e. whether it is a longer haul, strategic goods movement, or if it is a shorter haul, urban last-mile goods movement.

For longer trips, the accelerated uptake of electric, hydrogen and low-carbon fuelled freight vehicles is necessary. However, technological innovation and adoption is slower and is likely to take several years before electric HGVs are the norm. This is unlike cars and LGVs where the technology is maturing faster and there is a clearer trajectory for decarbonisation.  

The Seventh Carbon Budget - Climate Change Committee Section 7.1 - Surface Transport states that the Government should work with major van fleet operators to better understand the barriers to electric van take-up, which is lagging, and quickly implement policies to overcome this. The Green Finance Institute, Delivering Net Zero: Unlocking Public and Private Capital for Zero Emission Trucks, 2023 focuses on unlocking the barriers to financing decarbonisation of the HGV sector.

Shifting to rail freight is an opportunity which may only be applicable for a select proportion of freight flows where rail can also be commercially competitive, and the existing network can facilitate the flow (i.e. available rail gauge and train paths).

Where appropriate, rail can be a more efficient way of moving a large quantity of goods over longer distances, with a freight train being able to carry up to the same load as 129 HGVs, with one tonne of freight by rail producing a quarter of emissions than via road. This can reduce carbon footprint for environmentally conscious consumers and remove HGV movements off our roads potentially creating faster and reliable journeys for road users.

Rail freight is commonly used for the transport of bulk materials or containerised goods – and often for less time sensitive deliveries, although emerging operators have been re-purposing passenger trains for courier-type purposes. Where suitable port infrastructure and waterways exist, large amounts of freight could be transported by short-sea shipping and can be much more carbon efficient than by road. However, financial support is often needed for operators to shift to rail or water in the form of the DfT’s Mode Shift Revenue Support scheme.  

In urban areas, the development of consolidation centres and uptake of e-cargo bikes and similar electric vehicles shifting from fossil fuel powered cars and vans has the potential to be particularly impactful. However, regional electricity grid capacity remains a considerable constraint for charging infrastructure, particularly when considering other electricity requirements, such as charging for electric vehicles, heating via domestic heat pumps, and servicing intermittent generation.

Investment priorities

Ongoing initiatives

The following activities to accelerate the transition to net-zero freight are:

  • East Sussex County Council’s engagement with TfSE and their Wider South East Freight Forum,
  • Inputting into the TfSE’s Inland Waterway and Coastal Shipping Freight studies, and
  • Inputting into national and regional consultations pertinent to facilitating the roll-out of zero emission freight vehicles.

New initiatives

Whilst appreciating much of the national policy and technology evolution governing the decarbonisation of freight is outside the direct control of the County Council, there are several scenarios where they can play a pivotal role in the development and delivery.

For decarbonising strategic freight trips, suggestions include the promotion of innovative new ideas through identifying opportunities for pilot projects within the region, such as those that increase the use of rail and waterborne freight. Also, the County Council can support partners in the delivery of freight-specific alternative fuelling and EV charging infrastructure.

For decarbonising local freight trips, the County Council can also support the decarbonisation of last mile journeys. This can be done through the development of logistics hubs and micro-consolidation centres, utilising low or zero-emission vehicles for last-mile delivery into urban centres, the actions for which are captured under the urban logistics action plan. Such actions will also require the support of local planning authorities in allocating locations for such hubs or consolidation centres in their Local Plans.

The County Council can directly support the decarbonisation of freight through its procurement function, encouraging the uptake of zero-emission freight vehicles used in contracts such as for waste and street-cleansing, servicing and delivery. For example, the East Sussex highways contractor – Balfour Beatty Living Places – has a bank of electric charge points at its main depot at Ringmer, and a fleet of electric vehicles available for its day to day operations. 

The County Council can work with borough and district councils in making the case for strategic charging and fuelling infrastructure, alongside working with Transport for the South East, national forums and the private sector, to support the accelerated rollout of zero-emission vehicles and supporting infrastructure. By providing reliable infrastructure, partners can play a pivotal role in influencing freight and logistics businesses to transition their fleets faster. 

The tables below present an action plan which highlights the short-term initiatives that could support the development and delivery of freight decarbonisation. These are presented by the level of influence East Sussex County Council has.

Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Led by East Sussex County Council

These are schemes where East Sussex County Council has greater influence and can help directly develop and/or deliver the intervention.

FD03 - Zero-emission freight vehicles used for council operations

Initiative

Develop and stipulate a set of zero-emission targets for vehicles within direct control of, or can be influenced by East Sussex County Council, and identify a roadmap for delivery

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – Short-term (up to 2030)
  • Deliver - To be confirmed
Key partners

Lead

  • East Sussex County Council
  • Local Authorities
  • Balfour Beattie and other companies contracted to deliver council services
LTP4 Investment priorities
  • LP15: Logistics
  • CP04: Fuels and air quality

Advocated by East Sussex County Council

These are schemes where East Sussex County Council does not lead on development and/or delivery but is a key partner to successful delivery.

FD02 - Zero-emission freight pilot projects

Initiative

Research and identify opportunities to deliver decarbonisation-specific freight and logistics pilot projects across East Sussex. Examples include Green Freight Corridor, zero emissions last mile zone, and supporting smaller local / industry operations

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver– Short-term
Key partners

Lead

  • Transport for the South East
  • Freight and logistics industry

Supporting partners

  • East Sussex County Council
  • Local Authorities
  • Private sector electric charge point operators
  • Strategic transport hubs – e.g. Gatwick Airport
  • Vehicle providers
  • Local businesses
LTP4 Investment priority
  • LP15: Logistics
  • CP04: Fuels and air quality

Supported by East Sussex County Council

These are schemes where East Sussex County Council is not leading or a partner on the development and/or delivery. We will remain supportive of the lead and key partners in the delivery of the intervention. Whilst we may have a limited role in delivery, these interventions are part of the wider picture to improve travelling for all users.

FD01 - Roll-out of freight electric vehicle charging infrastructure (Commercial van and HGV charging)

Initiative

Undertake a gap analysis of charging and fuelling infrastructure to support the uptake of zero-emission freight vehicles. These could co-locate with existing and new consolidation centres. This can include the site, planning and energy requirements.

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – Short-term (up to 2030)
  • Deliver - To be confirmed
Key partners

Lead

  • Local businesses
  • Private sector EV charging providers
  • Freight and logistics industry
  • Transport for the South East

Supporting partners

  • Local planning authorities
  • East Sussex County Council
LTP4 Investment priorities
  • LP15: Logistics
  • CP05: Electric vehicle charging infrastructure
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Investment Priority Area 3: Last mile logistics

Traditionally ‘last-mile’ logistics are characterised by the use of diesel fuelled LGVs and vans which impact on air quality and carbon emissions, alongside road safety and quality of the public realm. Modal shift, typically to smaller decarbonised modes, can be facilitated through the use of consolidation centres and e-cargo bikes or other sustainable last mile option.

Policy Context

Policy points towards both the impact of freight and logistics on urban and rural environments, and potential methods to alleviate its impact. This is presented within the Department for Transport’s Future of Freight Plan (published 2022) which particularly identifies the direct impacts of larger freight vehicles, ranging from increased carbon emissions and congestion, alongside poorer road safety and air quality.

The Department for Environment, Food and Rural Affairs (DEFRA) - Air quality strategy: framework for local authority delivery (2023) sets out how county councils are expected to contribute to district council air quality plans and strategies. In particular, where local authorities are preparing Air Quality Action Plans, and to deliver for communities and contribute to long-term air quality goals.

The primary solutions to the challenges faced by last-mile logistics largely comes down to increasing its efficiency. Through reducing the number of larger vehicles and shifting to smaller, low and zero-emission vehicles, this will help increase safety and health, as well as positive impacts on climate change and air quality, in both rural and urban environments.

The DfT’s Decarbonising Transport Plan (published 2021) identifies solutions for decarbonisation resulting from improved last-mile logistics efficiencies. For example, through micro-consolidation centres which support the uptake of smaller zero-emission vehicles, such as e-cargo bicycles, or even no vehicle at all with pedestrian couriers making deliveries on foot.

The Transport for the South East’s Freight, Logistics and Gateways Strategy (published 2022) identifies regional solutions towards improving the efficiency of last mile logistics, such as better local freight and logistics planning, development of micro-consolidation centres, and uptake of e-cargo bicycles.

Evidence

Last mile logistics activities have seen considerable increases in recent years, resulting largely from changes to retail logistics approaches and “just-in-time” deliveries, to increased immediacy for the goods that residents and businesses order. New van registrations in 2023 saw a 21% year-on-year change compared to 2022, whilst other vehicle types generally saw smaller growth, reflecting the multi-purpose nature of vans, but importantly also growing last mile logistics demands.

Historic towns such as Lewes, Battle and Rye are at particular risk from freight traffic due to their unique built environments, narrow carriageways and footways. Freight vehicles can impact vulnerable historic assets directly through vibration, collisions and worsened air quality. The re-timing of delivery activities across the day and week could be effective in improving the efficiency of urban logistics whilst reducing conflicts with others using urban centres.

Lewes District Council has an Air Quality Action Plan which looks at identifying ways to reduce air pollution, including in Newhaven which has an Air Quality Management Area (AQMA). Reducing vehicular emissions by introducing last-mile deliveries would contribute towards achieving this and is reflected in Measure 3 of Table 5.1 (page 45) which is to ‘Target long-distance freight management & heavy traffic through town’.

Opportunities

There are a range of challenges regarding HGV and LGV operations, including congestion and slow traffic speeds, challenging driving conditions, road safety and collision concerns, and the increased costs associated with road user charging.

Market led micro-consolidation centres can be effective in reducing HGV and LGV trips in urban centres, with research indicating that their use reduces trips. For example, this approach in Bristol City Centre suggests that over 75% of HGV movements were avoided .

Micro consolidation centres support the movement of everyday deliveries by smaller zero-emission modes such as cargo bicycles, e-cargo bicycles, and on-foot. E-cargo bicycles are particularly effective in large urban centres, with evidence suggesting that they can drop ten parcels an hour, in comparison to six by vans, whilst cutting carbon emissions by 90%. This is primarily due both to their ability in circumnavigating congestion, and ease in finding suitable parking/stopping places.

Micro-consolidation centres can also be set up in car parks, and by repurposing underutilised public and private-operated car parking spaces. Companies such as Ikea have already established such arrangements with supermarkets to use their car parks for the local collection of larger bulkier goods (furniture), rather than individual deliveries to households or people travelling to the store for collection. Consolidation centres located outside of urban areas can improve construction logistics efficiencies in urban environments through either combining deliveries into larger vehicles or decanting deliveries into smaller vehicles, when appropriate.

There are opportunities for people to pick-up their ordered goods from lockers and collection points (e.g. from local shops, supermarkets, train station), rather than having a delivery to their door.

Investment priorities

Ongoing initiatives

There is current engagement in the following activities to optimise last mile logistics whilst minimising the impact it is having on the local environment:

  • Engaging with the TfSE, and
  • Inputting into and facilitating the communication of TfSE’s guidance on re-timing of deliveries once developed.

New initiatives

Support proposals for new logistics hubs (a central location where goods are collected, sorted, stored, and redistributed to their final destinations) at strategic locations defined and allocated by borough and district councils through their local plans. These new logistics hubs could optimise longer-distance freight movements to and from East Sussex by consolidating strategic freight volumes on a fewer number of vehicles and facilitating the use of alternative modes such as rail and water, the latter for example on HGVs coming to Newhaven Port for the Newhaven-Dieppe ferry service.  

Logistics hubs could also create the opportunity to consolidate and re-mode last-mile movements to homes and businesses such that they require fewer trips, can be optimised for distance, and use zero emission vehicles. The logistics hub could also include driver welfare facilities and electric charging points.

Support the business case development for specific market led micro-consolidation hubs to more effectively serve denser urban areas such as Lewes, which attracts high footfall in the summer months making it difficult to service shops and businesses with larger freight vehicles during the day.

These micro-consolidation hubs could be designed in under-utilised car parks on the outskirts of the town. In combination, the County Council and other partners should seek to identify opportunities to undertake pilot projects, such as e-cargo bike ‘lending’ schemes or similar for town centres and high-streets, in collaboration with businesses. Partners can also support boroughs and districts in retiming their deliveries to quieter times of the day.

East Sussex County Council can also directly reduce the impact of its supply chain activity on its local urban environment through the uptake of smaller zero-emission transport modes for council operations. It can also support borough & district councils to uptake these vehicles for their responsibilities, such as street cleaning, servicing, and delivery contracts.

The tables below present an action plan which highlights the short and longer-term initiatives that could develop, deliver and optimise freight movements in urban areas. These are presented by the level of influence East Sussex County Council has.

Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Advocated by East Sussex County Council

These are schemes where East Sussex County Council does not lead on development and/or delivery but is a key partner to successful delivery.

FL02 - Air quality and noise mapping

Initiative

Identify areas where air and noise pollution are worst and identify actions to improve, in alignment with existing Air Quality Management Plans (AQMAs) 

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – Short-term (up to 2030)
  • Deliver– Short-term (up to 2030)
Key partners

Lead

  • East Sussex County Council,
  • Local Authorities
LTP4 Investment priority
  • CP04: Fuels and air quality

FL01 - Development of strategic last mile logistics hubs

Initiative

Identify suitable locations for strategic last mile logistics hubs to support market led micro consolidation and modal shift to zero emission vehicles, identify requirements from the site, infrastructure required and private sector partners to support delivery and operation

Consider the site, planning and energy requirements as part of suitable locations

Indicative cost

£10m to £100m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – To be confirmed
  • Deliver – To be confirmed
Key partners

Leads

  • Transport for the South East
  • Local planning authorities
  • Freight and logistics industry

Supporting partners

  • East Sussex County Council
  • Freight industry suppliers and customers
  • Private sector electric vehicle charging providers
  • Local businesses
LTP4 Investment priorities
  • LP13: Local planning
  • LP15: Logistics
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Investment Priority Area 4: Planning and policy

The inter-relationship between land-use and transport planning has a direct impact on freight and servicing activities. Consequently, partners involved in spatial planning need to consider the needs of freight and servicing when developing local plans and planning new developments.

Policy Context

The National Planning Policy Framework (updated 2024) requires planning authorities to plan for the specific locational requirements of different sectors through Local Plans, which includes the freight and logistics. Recognising their role in facilitating the needs of a modern economy, means local authorities allocating suitable and sufficient land for warehousing and storage facilities, as well as the safeguarding of freight-specific infrastructure such as wharves and rail heads. Conversely the NPPF stipulates the integral need to forecast and consider the role of delivery & servicing vehicles when designing and operating new developments, through construction logistics, and delivery and servicing plans, mitigating the impact of freight and logistics activity.

The Department for Transport’s National Networks National Policy Statement (2024) recognises the need for long-term strategic action through government and industry collaboration to bolster the operation of the freight network as a whole, through improvements to infrastructure with multi-modal impacts.

NH’s also use DfT Circular 1/2022, the government’s policy for the SRN as the basis of their engagement and assessment of Local Plans and applications.

The Transport for the South East’s Freight, Logistics and Gateway Strategy (published 2022) identifies the challenge of acquiring relevant data to support more efficient freight movements, drive innovation and deliver the right infrastructure. It identifies a primary solution to this challenge through improving relationships and knowledge sharing between stakeholders in the public and private sectors.

Evidence

East Sussex has relatively few large warehousing or distribution sites in comparison to the South East, and other UK regions. The ability of new sites and infrastructure to be developed is challenging given both high land values and other spatial planning priorities of stakeholders. Through the development of local plans, local authority transport planners and planning officers alongside councillors/decision makers will be able to identify and allocate sites for freight warehousing and distribution, as well as lorry parking.

Opportunities

Borough and district councils - as the local planning authorities - have a responsibility to plan and manage construction, freight and servicing traffic for development through local plans, planning policy and the planning system. The County Council and other partners will work collaboratively with boroughs and districts to ensure freight and servicing plays a greater role within local plans, specifically through the inclusion of policies which support this within local plans and the proposed Spatial Development Strategy for the Sussex and Brighton area. Similarly, the County Council also has a similar role to play in relation to waste and minerals planning, and the associated efficient movement of freight related movements. 

There is a need and an opportunity to raise the profile of freight, and to increase awareness around the role and importance of planning effectively for freight. It is important that this takes place within local authorities, for officers and councillors, as well as for decision-makers and the general public.

Through the Wider South East Freight Forum, the County Council will seek to better understand the position and challenges of the freight sector in East Sussex, working collaboratively to acquire data and insight from industry stakeholders and sub-national transport bodies.

Investment priorities

Ongoing initiatives

Engagement in the following activities is currently ongoing:

  • Engaging with regional freight user forums, the Wider South East Freight Forum, and TfSE’s proposed rail freight working group,
  • Stipulate the use of freight and logistics contractors which are part of best-practice schemes such as the Fleet Operator Recognition Scheme (FORS) or similar, and
  • Advocate for stakeholders to develop national freight data standards.

New initiatives

Work with TfSE, neighbouring Local Transport Authorities and district and borough councils, via a Wider South East Freight Forum which shares best practice and investigates what support the freight and logistics sector needs to optimise strategic movements. Freight forums will help to raise the profile and awareness of freight for all types of stakeholders and help facilitate innovative trial data collection at strategic freight interchanges (such as Newhaven Port), using this to guide and inform future investment in infrastructure.

Work with district and borough stakeholders to safeguard against the loss of viable freight and logistics infrastructure, and also to identify and protect sites within local plans for rail freight infrastructure and network capacity, lorry parking, freight warehouses and distribution centres, HGV recharging, and alternative fuel refuelling sites.

The development of a strategic assessment tool which provides a transparent process of equitably assessing HGV issues from the public and other stakeholders can support the prioritisation of actions with clear communication of process and change, and develop processes to deliver local enhancements easily which will ensure schemes and interventions are timely delivered and benefits realised.

The tables below present an action plan which highlights the planning, policy, and data initiatives that could develop and deliver optimal freight movements across the area, and deliver other ambitions such as improving safety and minimising adverse impacts on the local historic and natural environment.

Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Led by East Sussex County Council

These are schemes where East Sussex County Council has greater influence and can help directly develop and/or deliver the intervention.

FP01 - Develop a strategic assessment and priority framework

Initiative

Provides a transparent process of equitably assessing HGV issues from the public and other stakeholders. Prioritising actions could be used to ensure clear communication of process and change

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – Short-term (up to 2030)
  • Deliver– Short-term (up to 2030)
Key partners

Lead

  • East Sussex County Council
  • Transport for the South East
  • Local Authorities

Supporting partners

  • Freight and logistics industry
  • Private sector electric vehicle charging providers
  • Freight industry suppliers and customers
  • Local businesses
LTP4 Investment priority
  • LP13: Local planning
  • LP15: Logistics

FP03 - Mandate the use of construction logistics and delivery and servicing plans

Initiative

Mandate within the planning process where developments are of a certain size to reduce construction disruption and improve sustainability of new developments

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – To be confirmed
  • Deliver – To be confirmed
Key partners

Leads

  • East Sussex County Council
  • Local planning authorities

Supporting partners

  • Freight industry suppliers and customers
  • Developers and businesses
LTP4 Investment priority
  • LP15: Logistics

FP04 - Private business freight delivery plans

Initiative

Encourage sustainable development practices in businesses through the development of travel plans and delivery plans.

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – To be confirmed
  • Deliver – To be confirmed
Key partners

Leads

  • East Sussex County Council
  • Local planning authorities

Supporting partners

  • Freight industry suppliers and customers
  • Developers and businesses
LTP4 Investment priority
  • LP15: Logistics

Advocated by East Sussex County Council

These are schemes where East Sussex County Council does not lead on development and/or delivery but is a key partner to successful delivery.

FP02 - Freight awareness workshops

Initiative

Plan and deliver freight knowledge and understanding workshops with different stakeholders to overcome ‘freight blindness’ and improve knowledge and importance of implementing initiatives

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term (up to 2030)
  • Develop – Short-term (up to 2030)
  • Deliver– Short-term (up to 2030)
Key partners

Lead

  • Freight and logistics industry

Supporting partners

  • East Sussex County Council
  • Range of public and private stakeholders
  • Freight industry suppliers and customers
LTP4 Investment priority
  • LP15: Logistics
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