Freight: The Forgotten Mode of UK Transport Planning and How to Make Logistics 'Sexy' Again

The role of freight in the UK’s transport system has long been overlooked, but recent developments signal a potential shift in perception. With announcements surrounding the possible expansion of London Stansted Airport and the government committing to driving innovation and improve working conditions in the freight sector, the spotlight is finally turning towards freight and logistics. These moves mark a significant recognition of the freight industry's pivotal role in bolstering economic growth, ensuring supply chain resilience, and supporting the UK's transition to a greener future.

Transport planning in the UK has long been focused on the movement of people, with investment in rail, road, and public transport systems geared primarily towards passenger mobility. As urban centres grow and populations increase, this focus has intensified, with planners striving to make cities more liveable, reduce congestion, and cut emissions from personal and public transport. However, one crucial element of the transport system – freight – often gets sidelined in the process.

Freight, the lifeblood of the economy, ensures that goods move efficiently from producers to consumers. Every product, from the food on our supermarket shelves to the components in our smartphones, has travelled through a network of logistics and transport modes to reach its destination. Yet, freight is often seen as a secondary consideration in planning processes, leading to a lack of integration and innovation in the sector.

In this article, I will explore why freight is the forgotten mode of transport planning in the UK, how this oversight affects the broader economy and environment, and what can be done to rejuvenate the logistics sector – making it both essential and, dare we say, 'sexy' again.

Freight is critical to the UK economy. The logistics sector employs over 2.6 million people, contributing approximately ￡127 billion to the economy annually. The movement of goods across the UK is largely facilitated by road transport (accounting for 76% of domestic freight), with rail, shipping, and air transport playing significant roles, particularly for international and bulk movements. Yet, despite its economic importance, freight remains largely in the shadows of transport planning discussions.

The COVID-19 pandemic highlighted the importance of logistics and freight like never before. The surge in e-commerce during lockdowns placed unprecedented pressure on delivery networks, while supply chain disruptions underscored the fragility of global freight systems. Despite this, the pandemic also reinforced the invisibility of freight in transport policy discussions, as public discourse remained focused on passenger transport and personal mobility, even while shelves emptied due to logistical challenges.

Freight transport is a significant contributor to greenhouse gas (GHG) emissions, accounting for around 19% of the UK's domestic transport emissions, primarily from heavy goods vehicles (HGVs). With the UK committed to reaching net-zero emissions by 2050, there is increasing pressure to decarbonise the freight sector. However, the lack of a cohesive strategy to integrate freight into broader decarbonisation plans has hindered progress. Freight is often left out of the conversation in favour of more visible and politically appealing initiatives, such as electrifying public transport or promoting active travel.

Many modes such as buses, trains, and even cyclists, are highly visible to the public. People interact with these modes daily, making them a key focus for local politicians and transport planners. In contrast, freight operates largely in the background. Most people never see the intricate logistics networks that ensure goods reach their doorsteps. As a result, freight remains 'out of sight, out of mind,' particularly in urban planning contexts, where the focus is often on improving the public realm.

The freight sector in the UK is highly fragmented, with thousands of small and medium-sized enterprises (SMEs) operating in the logistics space. This fragmentation makes it difficult for the industry to speak with a unified voice and advocate for its needs in the same way that passenger transport operators can. Moreover, the complexity of freight operations, with various modes of transport, infrastructure needs, and regulatory frameworks, adds to the challenge of creating a coherent policy that addresses the sector's requirements.

Freight just does not capture the public imagination in the same way that large infrastructure projects or sustainable transport initiatives do. It is nearly impossible to sell a political vision based on improving lorry parks or upgrading freight terminals. Moreover, freight is often associated with negative externalities, such as pollution, road congestion, and noise, which further diminishes its appeal in public policy discussions. As a result, freight rarely makes the headlines, nor does it become a priority in political manifestos. For instance, it is highly unlikely that freight will become a central issue in the ongoing discussions leading up to the mayoral election in Cambridgeshire and Peterborough. In contrast, other transport modes under my portfolio, such as access to a private vehicle and active travel – are expected to take centre stage as candidates begin to craft their manifestos. These modes resonate more directly with voters and align with broader goals of reducing congestion and promoting sustainable urban mobility, making them more attractive talking points on the campaign trail.

As urban areas across the UK embrace the concept of 'car-free' zones and focus on active travel, freight is increasingly being squeezed out of urban planning. While reducing car usage is a key component of sustainable city design, freight movements cannot simply be eliminated. Goods still need to be delivered to shops, homes, and businesses. Yet, there is often little thought given to how these goods will be transported in the absence of cars and lorries. This creates a paradox: many cities aim to reduce vehicle movements but fail to consider how essential freight can adapt to these changes.

The lack of integration between freight and transport planning leads to inefficiencies that exacerbate congestion in cities. For example, poorly timed deliveries can result in HGVs blocking roads during peak hours, adding to traffic woes. Similarly, insufficient loading zones force delivery vehicles to park illegally, contributing to congestion and road safety issues. Without better coordination, the friction between freight and passenger transport will continue to worsen.

By sidelining freight, the UK is missing opportunities to innovate in the logistics sector. For example, electric vehicles (EVs) and drones are poised to revolutionise last-mile delivery. However, without a clear strategy or investment in freight infrastructure, these technologies may struggle to gain traction. Furthermore, advancements in data analytics and artificial intelligence (AI) could optimise freight movements, but the fragmented nature of the sector and its exclusion from smart city initiatives mean that such innovations are not being fully realised.

The absence of freight in decarbonisation strategies is a significant barrier to reducing transport emissions. While electrification of passenger transport is moving forward, the freight sector lags behind. There is a lack of investment in alternative fuels, such as hydrogen or biofuels, for freight vehicles. Similarly, rail freight, which is a more sustainable mode of goods transport, has seen underinvestment compared to passenger rail services. The result is a transport system that is less green than it could be, undermining the UK’s broader environmental goals.

Freight needs a rebrand. It needs to be viewed not just as a necessary part of the economy but as a sector ripe for innovation, sustainability, and smart planning. Here are some ways to elevate freight in the transport planning agenda and make it an exciting part of the future of mobility.

Freight should be a core consideration in urban planning. This means designing cities with dedicated freight infrastructure, such as consolidated delivery hubs, electric vehicle charging points for delivery vans, and timed delivery windows that avoid peak congestion. Planners need to work with freight operators to understand their needs and develop solutions that accommodate the efficient movement of goods in urban environments. This could also involve rethinking the role of rail freight in urban centres and developing multimodal logistics hubs that reduce reliance on road transport.

To make freight attractive to both policymakers and the public, it needs to be seen as part of the solution to climate change. Investment in green technologies, such as electric HGVs, hydrogen fuel cells, and biofuel-powered freight vehicles, is crucial. The government could provide subsidies or incentives for logistics companies to transition to greener vehicles, much like the initiatives that exist for personal electric cars. In addition, expanding the rail freight network, which produces significantly lower emissions per tonne-kilometre compared to road transport, could further reduce the environmental impact of freight.

There is a desperate need for a national freight strategy that clearly outlines goals for the future of logistics. This strategy should address the sector’s role in economic growth, environmental sustainability, and urban mobility. It should also promote collaboration between public and private stakeholders to ensure that freight is integrated into broader transport planning initiatives. A national freight strategy would also help to bring coherence to a fragmented sector, giving freight operators a stronger voice in transport policy discussions.

Digital technologies have the potential to transform the freight sector, making it more efficient and sustainable. For example, real-time data on traffic, weather conditions, and delivery schedules can optimise routing, reducing fuel consumption and delivery times. AI and machine learning could predict demand patterns, helping logistics companies to manage capacity more effectively. Additionally, the rapid development of drone delivery systems is set to revolutionise last-mile logistics, especially in urban areas and remote locations. Drones offer the potential to bypass congested roads and reduce the need for conventional delivery vehicles, thereby cutting emissions and speeding up delivery times. By integrating drone technologies into existing supply chains, companies can not only improve efficiency but also reduce the environmental footprint of freight. Encouraging the adoption of such technologies across the sector would make freight more efficient and environmentally friendly while also improving the working conditions for those employed in the industry, as automation and smarter systems reduce the need for physically demanding and time-consuming tasks.

A key part of making freight and logistics more appealing is improving public understanding of the sector’s importance. Public awareness campaigns that highlight the essential role of freight in daily life – and its potential for innovation and sustainability -? could help shift public perceptions. Showcasing cutting-edge technologies like electric delivery drones, autonomous trucks, and smart logistics systems would also help to recast freight as a forward-looking, tech-driven industry. Additionally, incorporating freight and logistics topics into educational curriculums, particularly in STEM (Science, Technology, Engineering, and Mathematics) subjects, could attract younger talent to the sector.

Rail freight is a significantly more sustainable way of transporting goods than road freight, yet it has been neglected in comparison to passenger rail. Expanding and modernising the rail freight network could help to reduce the environmental impact of goods transport. Electrifying more of the rail network, improving terminal capacity, and creating new freight corridors could shift a significant proportion of goods from road to rail, reducing emissions and congestion.

In conclusion, I believe that freight has long been the forgotten mode of transport planning in the UK, overshadowed by passenger mobility and excluded from many discussions on urban planning and sustainability. Yet, the logistics sector is essential to the functioning of the economy and holds immense potential for innovation. By integrating freight more closely into transport strategies, investing in green technologies, and raising public awareness, we can not only make freight more efficient and sustainable but also recast it as an exciting and forward-thinking industry.

The future of transport planning must include freight if we are to meet our economic and environmental goals. With the right policies, investment, and public engagement, we can make logistics ‘sexy’ again – a vital and innovative part of the UK’s transport ecosystem.