A matter of perception

TWO NEWS stories stood out this month, both highlighting a fundamental issue dogging logistics and property – public perception.

The first relates the Government’s call for evidence from the industry as it launches a consultation looking specifically at the planning system and how it can help or hinder the development of warehousing and infrastructure necessary to support the £127 billion freight and logistics sector as part of its overall Future of Freight long term plan. The results of this consultation could inform new national development management policies being brought forward by the Levelling Up and Regeneration Bill. 

The second reports the hopeful denouement of the nearly two decades old and highly controversial planning battle for the Radlett Strategic Rail Freight Interchange in Hertfordshire.

In effect the first sets out the problem, while the second illustrates it.

In its 2022 Future of Freight report the Government acknowledged that a disconnect exists ‘between an industry that is not equipped to properly engage with the planning process, and local planning authorities that are unable to understand the needs of a changing and innovative freight and logistics sector.’

This, it said, leads to increased complexity, cost, and time for promoters bringing forward schemes that are in the national interest. 

Nowhere is this best illustrated than in listed property company SEGRO’s 15 year battle to build a Strategic Rail Freight Interchange plus associated commercial development to support it, at Radlett in Hertfordshire.

This highly controversial scheme was touted back in the day as a critical piece of freight infrastructure that would remove a significant amount of freight from the roads to rail, speed up freight movements from UK ports and along with forward connections to other SRFIs nationwide help cut carbon emissions allowing the UK to achieve its overall net zero promises.

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Indeed, Rail Partners research published earlier this year note that right now due to the use of longer, heavier rail freight services; a single freight train can remove up to 129 HGV movements with an average diesel-hauled freight service producing 76% less CO2 per tonne than road transport. If the rail freight sector trebled by 2050 that would see the removal of  20 million HGV movements and an 81% reduction in carbon and air pollutants.

On that basis alone why would anyone especially in the light of the Global Climate Crisis not want these developments to get the go ahead.

There are many planning issues – and a bit like the NHS in terms of public sensitivity – one of the most controversial is development in the greenbelt, where unfortunately many of these larger critical infrastructure projects are situated due to the sheer amount of land required for their development.

However, the poor public perception of logistics, freight and distribution – which has never truly been challenged – goes a long way to make the situation far worse allowing even the seemingly least controversial of brownfield redevelopment for logistics schemes turn into a political hot potato overnight with campaign groups, local councillors and MPs – especially those in marginal seats – citing low value poorly paid unskilled jobs, dirty diesel and environmental concerns even though the story is the reverse.

At present it seems that such development is not even regarded as a necessary evil – it’s just evil full stop. The logistics and property sectors need to work publicly together to change that perception.

Liza Helps, Property Editor, Logistics Matters