Tony Finch, national key account director at Burdens, part of Wolseley Infrastructure, discusses how to keep work on schedule and key stakeholders on-side as green belt and ‘grey belt’ sites are unlocked for development.
The Government’s stated ambition of constructing 300,000 new homes each year has been widely discussed.
It’s a figure not reached since 1947 and the prevailing opinion is that it is highly ambitious. If it is to be met, many things need to fall into place.
major obstacle is planning, where pressure continues to intensify on many local councillors to oppose schemes which devour precious green spaces or place further pressure on local resources and infrastructure.
However, things may be set to ease with the introduction of a revised Planning & Reform Bill which will empower ministers to prevent councils from blocking development.
Once enacted, the Bill will reduce delays and simplify procedures to get work going. In particular, statutory consultation requirements will be simplified, meaning applications can progress even in cases where some consultees do not respond.
This is being supported by measures being taken by local government. In Birmingham, the City Council’s Local Plan sets its own targets and will support major new housing schemes, particularly those supporting local need, while preserving important green spaces. This approach is being mirrored in other regions nationwide.
Through a combination of those measures, many sites are being unlocked for development. While some fall into the category of ‘green belt’, many are described as ‘grey belt’. This generally means that they have been previously developed or do not serve a specific Green Belt purpose, such as preventing urban sprawl.
Typically, grey belt sites include low-quality or degraded areas such as disused or derelict industrial sites or car parks, as well as petrol stations and caravan parks.
Theoretically at least, the environmental impact of developing these sites will be far less than standard green belt development. However, challenges will remain around the strategic planning and preparation needed before work can commence.
Irrespective of local need and the individual merits of any particular development, some may wish to challenge or even oppose it. All affected parties have a right to be kept informed about what will be going on and when, given that even modest developments will have some sort of impact on the local area.
This makes it all the more vital to understand who the main stakeholders will be and communicate with them in a timely manner as to the nature and timing of any activity.
A ‘town hall’ style meeting represents an excellent opportunity to constructors and clients to communicate proactively to local residents, business owners and other interested parties about the timetable and possible impact of works. This approach is definitely preferable to keeping things under wraps and facing the wrath of these parties later on if something goes wrong or something occurs which they have not been told about.
ny development will require product, materials and equipment movement to site. It is vital they are there when needed but there is also a duty to minimise the social impact of development – and therefore to minimise any inconvenience emanating from vehicle movements, and to avoid falling foul of regulations governing road use and traffic volumes.
Routes for large vehicles must avoid low bridges, sharp corners, or narrow roads. Weight restrictions or limits on large vehicle number on a road in a 24-hour period must also be considered – especially in the context of other ongoing local developments. In some instances, advance permission from the relevant government agency will be needed.
Meanwhile, some developers are very stringent about the vehicles and people they permit on-site – meaning the use of another vehicle, or an alternative driver in the event of illness, may result in refused entry.
This has made many manufacturers reluctant to arrange deliveries to site as they generally use third-party logistics providers who cannot guarantee a particular vehicle, driver or delivery slot. Here, a specialist merchant, with its own fleet, can add genuine value.
Proper pre-planning can determine exactly what products will be needed on-site and when, allowing preparation of a plan making best use of load space and stating which vehicles will be on-site and who will drive them.
This will also assist in assuring product, material and equipment availability in the face of competing pressures from other projects.
Leading merchants can harness their buying power and manufacturer partnerships to pre-order and hold the requisite stock to be called off as needed, rather than having to be stored on-site. This tackles a major issue on smaller sites, especially around expensive product which may entice would-be thieves, meaning additional security costs.
Technology can ease the process too. Many merchants offer app-based support enabling convenient delivery scheduling – and reminding customers of an imminent delivery to facilitate planning.
A site visit can also determine obstacles to delivery. Larger sites will need items delivered to a precise location therein, to save time and avoid the need for heavy items to be moved around on site.
Before deliveries begin, a site must be surveyed and appropriate measures undertaken to strengthen the ground for vehicle access or site buildings.
If the specification is open, a merchant can add value while reducing cost and installation time. One example is using supporting grids which cut the amount of stone needed to form a robust surface – both quicker and more sustainable.Involving a reliable independent merchant from the start can help to proactively address many project challenges and assure on-time, on-budget delivery. For further information visit https://burdens.co.uk/.