Policy T7 — Deliveries, servicing and construction

Policy T7 Deliveries, servicing and construction A Development plans and development proposals should facilitate sustainable freight movement by rail, waterways and road. B Development Plans, Opportunity Area Planning Frameworks, Area Action Plans and other area-based plans should include freight strategies. These should seek to: 1) reduce freight trips to, from and within these areas 2) coordinate the provision of infrastructure and facilities to manage freight at an area-wide level 3) reduce road danger, noise and emissions from freight, such as through the use of safer vehicles, sustainable last-mile schemes and the provision of rapid electric vehicle charging points for freight vehicles. Such strategies should be developed through policy or through the formulation of a masterplan for a planning application. C To support carbon-free travel from 2050, the provision of hydrogen refuelling stations and rapid electric vehicle charging points at logistics and industrial locations is supported. D Development Plans should safeguard railheads unless it can be demonstrated that a railhead is no longer viable or capable of being made viable for rail-based freight-handling. The factors to consider in assessing the viability of a railhead include: * planning history, environmental impact and its relationship to surrounding land use context – recognising that the Agent of Change principle will apply * location, proximity to the strategic road network and existing/potential markets * the existing and potential contribution the railhead can make towards catering for freight movements by non-road modes * the location and availability of capacity at alternative railheads, in light of current and projected capacity and market demands. E Consolidation and distribution sites at all scales should be designed to enable 24-hour operation to encourage and support out-of-peak deliveries. F Development proposals for new consolidation and distribution facilities should be supported provided that they do not cause unacceptable impacts on London’s strategic road networks and: 1) reduce road danger, noise and emissions from freight trips 2) enable sustainable last-mile movements, including by cycle and electric vehicle 3) deliver mode shift from road to water or rail where possible (without adversely impacting existing or planned passenger services). G Development proposals should facilitate safe, clean, and efficient deliveries and servicing. Provision of adequate space for servicing, storage and deliveries should be made off-street, with on-street loading bays only used where this is not possible. Construction Logistics Plans and Delivery and Servicing Plans will be required and should be developed in accordance with Transport for London guidance and in a way which reflects the scale and complexities of developments. H Developments should be designed and managed so that deliveries can be received outside of peak hours and in the evening or night time. Appropriate facilities are required to minimise additional freight trips arising from missed deliveries and thus facilitate efficient online retailing. I At large developments, facilities to enable micro-consolidation should be provided, with management arrangements set out in Delivery and Servicing Plans. J Development proposals must consider the use of rail/water for the transportation of material and adopt construction site design standards that enable the use of safer, lower trucks with increased levels of direct vision on waste and landfill sites, tip sites, transfer stations and construction sites. K During the construction phase of development, inclusive and safe access for people walking or cycling should be prioritised and maintained at all times. 10.7.1 An efficient freight network is necessary to support the function of the city. This policy seeks to facilitate sustainable freight movement by rail, waterways and road in London through consolidation, modal shift and promoting deliveries at different times of day and night in order to reduce the impact on road congestion and air quality, and conflict with other users. 10.7.2 Currently many deliveries of non-urgent goods are made, unnecessarily, at congested times of the day. As many as two in every three delivery slots are missed, leading to repeat trips that cause additional congestion and emissions. Many van and lorry trips could be avoided or re-timed if freight activity were better consolidated . 10.7.3 The Mayor will work with all relevant partners to improve the safety and efficiency of freight across London and support consolidation within and beyond London, as well as the retiming of movements to avoid peak hours. To reduce the pressure on London’s streets, developments should provide for deliveries and servicing off-street where possible, and through dedicated loading bays if not. Where loading in the carriageway is unavoidable and the impacts can be made acceptable, it should be designed to minimise the impact on people walking or cycling and other road users. Improved on-site storage can also reduce the need for deliveries during peak hours. 10.7.4 When planning freight movements, development proposals should demonstrate through Construction Logistics Plans and Delivery and Servicing Plans that all reasonable endeavours have been taken towards the use of non-road vehicle modes . Where rail and water freight facilities are available, Transport for London’s freight tools should be used when developing the site’s freight strategy. 10.7.5 Delivery and Servicing Plans should demonstrate how the requirements of the site are met, including addressing missed deliveries . Appropriate measures include large letter or parcel boxes and concierges accepting deliveries. Car-free developments should consider facilitation of home deliveries in a way that does not compromise the benefits of creating low-car or car-free environments. 10.7.6 Construction Logistics and Delivery and Servicing Plans should be developLondon Plan Policy T7 · official source →