Precincts need not inhibit distribution
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by Johnny Johnson
DESPITE the conflicting claims of the environmentalists, there is currently no alternative to the road vehicle for replenishing the stocks of articles for sale in the High Street shops. The job of the multi-drop small parcels operator becomes increasingly difficult, however, and restrictions placed on deliveries by the conversion of thoroughfares into shopping precincts might suggest that this job is made even more difficult.
Surprisingly, however, I found this to be not so in two town delivery areas when I asked National Carriers Ltd what effect pedestrian precincts had had on its town deliveries.
It seemed reasonable to examine the current position at Norwich, one of the first towns to establish a pedestrians-only area in 1967 in London Street. Though this particular area worked well from its inception and there had been no reaction from the traders occupying premises within it, the local authority met with some opposition when it closed White Lion Street, from 11 am to 5 pm, in 1970.
After representation from the traders concerned — not the road transport interests, mark — the local authority reconsidered the prohibited hours and reduced them from 11 am to 4 pm in White Lion Street. Though a permanent Order has been made to this effect recently, the local authority has again demonstrated its flexibility by agreeing to a review if it proves possible to make a lay-by within the street.
National Carriers' deputy depot manager at Norwich, Ernie Robinson, told me that since the scheme was inaugurated, the company had maintained cordial cooperation with the local authority and it had been consulted about the possible effects at every point.
There had been no need to reschedule rounds and the sensible organization of the existing rounds by the drivers concerned had made sure that deliveries had been made during the hours allowed for access.
This was confirmed by the driver, Fred Beale, with whom I went to see for myself. Fred was concerned that it might be difficult to leave White Lion Street once inside because there was almost no room for a commercial vehicle to overtake another already making deliveries in that narrow one-way street. Paradoxically, he was more concerned that he would not be able either to enter or leave the purpose-built delivery area at the rear of Marks and Spencer's store, which is not in the precinct.
At first, it seemed that his fears about getting out of White Lion Street might be justified. A pantechnicon was delivering furniture there denying passage to all except private cars. Philosophically, Fred pointed out that, at least, one could not be held up later than 11 o'clock but with deliveries completed the offending vehicle moved shortly afterwards, allowing us to go to Boots' chemists to deliver their consignment. As these premises are outside the precinct, there was no difficulty there.
I asked Fred how he managed to deliver in London Street and he told me that it was no hardship to barrow goods to the shops in that area when required. That street is not very long but he was unable to demonstrate as he had nothing aboard for any of those addresses.
So to the dreaded M&.S delivery area. It was soon obvious why this could be the cause of more delay to the carrier than many other places in the city, including the pedestrian precinct. Though the area shares a common entrance with a multi-storey car park, people seem quite content to leave their cars unattended in the service facility.
'Apart from narrowing the available perambulation space, a badly placed vehicle can easily deny access or egress from the area to commercial vehicles. I was told that it was commonplace for a driver to wait a couple of hours before gaining access or being able to leave after delivery because of other vehicles seeking to deliver had arrived subsequently.
Illogical...
It seems utterly illogical that in planning a shopping complex, the architect should take the trouble to provide what could be the answer to one environmental problem but that the local authority should fail to impose conditions to make it work. Prohibition of parking and enforcement of that prohibition in purpose-built delivery areas would make the carrier's job less difficult and reduce some of the road congestion. More recently opened and somewhat larger than at Norwich is the shopping area at Leeds. Here, too, National Carriers has had no difficulty in adapting its operation to deal with the establishing of a no-go area for vehicles thanks to the commendable good sense of the Chamber of Commerce.
Originally, the proposal was that a large part of the city centre should be denied to vehicles from 10 am till 6 pm. The authorities listened to the counter proposals put forward by both traders and transport operators, however, and compromised on banning vehicles between 11.30 am and 3.30 pm — a much more reasonable proposition.
Mr Frank Henderson, traffic manager for NC L at Leeds, told me that there had been no reason to interfere with existing round scheduling when the shopping area had been introduced. Two rounds were involved and by drivers effecting deliveries in the morning when the area was open to traffic and undertaking deliveries to premises outside the area while it was closed, it had been possible to maintain a reasonable service without rescheduling.
One of the drivers concerned said that the "open" period in the afternoon gave NCL the opportunity to collect anything that offered though the area was one mainly of delivery. He also reported plenty of co-operation from police and traffic wardens. If a driver has begun to load or unload before 11.30 am he will not be asked to move on before 11.50 which usually gave ample time to complete the collection or delivery.
It was easy to see the wisdom of the prescribed hours. The precinct at Leeds seems very popular with shoppers and, the area is thronged till well after 2 pm. The crowd begins Lo decline after that and at 3.30 is thin enough for vehicles to negotiate the precinct safely.
Emergencies
However, in a case of real emergency it would not be difficult to reach particular premises by barrowing for the precinct is really a series of small areas criss-crossed by unrestricted thoroughfares.
In both Norwich and Leeds, the value of the experienced driver was much in evidence. Knowing just when and on what particular days it is reasonable to expect a clear run to and from particular traders is of inestimable value to the driver in smoothing many of the distribution snags.
Of course, the man who is most inconvenienced by the shopping precinct is the operator who is engaged on trunk hauling freight especially if it involves a long haul. Even this difficulty is not insurmountable and can be solved by timing arrival in the town to coincide with tin limited access hours.
National Carriers has no grumble, however, and recognizing that the pedestrian precinct is a popular innovation with the public, it is prepared to adjust its service to cater for the demands made on it where necessary. Luckily, these adjustments seem to have been minimal where shopping areas have been introduced.