Planned Measures, the Basics

The guidance defines them as specific techniques, agreed through the planning process, used to influence behaviours that reduce environmental impact, road risk and congestion. They are the part of the CLP that actually commits you to doing something, as opposed to the sections that describe the site. A reviewer will judge your plan mostly on these.

Yes. The guidance states planned measures need to be SMART, meaning Specific, Measurable, Achievable, Relevant and Time-bound, and that they must be easily interpreted, implemented and monitored. A measure written as an aspiration rather than a commitment fails that test and is the most common weakness in a submission.

They are agreed in the Outline CLP during the planning permission process, and revisited when the Detailed CLP is defined prior to commencing construction activity. So the commitments are made before permission is granted and then developed, not invented at the pre-construction stage.

Twelve, running from page 32 to page 45: safety and environmental standards; adherence to designated routes; delivery scheduling; holding areas; logistics and consolidation centres; freight by rail and water; vehicle choice; DfMA and off-site manufacture; re-use of materials on site; smart procurement; collaboration; and staff travel.

No, but you need to show you considered them. The guidance describes a range of potential measures rather than a mandatory list, and differentiates the expected level of detail between medium and higher impact sites. Silently omitting a category that obviously applies to your site is what draws a request for information.

Yes. It states that if practicable, a commitment to using rail and water should be made. That is stronger wording than it uses for most other measures, so if your site has any realistic rail or water access, address it explicitly even if the answer is that it is not viable.

Both, and the guidance says so directly: it describes measures that offer many benefits and also potential cost savings to developers and construction freight and logistics operators. Fewer, fuller vehicle movements cost less to run. Framing your CLP around that tends to get better contractor buy-in than framing it as compliance.

The guidance points to three sources: the CLOCS Planned Measures page, the CLOCS Planned Measures London case study, and the TfL Construction Freight Benefits report, which it describes as containing quantified calculated benefits for several case studies. Citing quantified evidence in a CLP is unusual and it makes a submission notably more persuasive.

In practice the terms overlap. The guidance uses planned measures for the committed techniques in a CLP aimed at road risk, congestion and environmental impact. Mitigation is a broader planning term covering anything offsetting a harm, including environmental matters that belong in a CEMP rather than a CLP.

Ultimately the principal contractor, but the commitments are made by the applicant at planning stage. That gap is why the guidance emphasises procurement: unless the obligation is written into the contract, the contractor has no reason to honour a promise someone else made.

Through the implementing, monitoring and updating section of the CLP, which is one of the seven required sections. The SMART requirement matters here, because a measure with no measurable element cannot be monitored and therefore cannot be enforced.

The Detailed CLP is described as being used throughout the construction programme, and updating is a required section, so yes, the plan develops. What you cannot do is quietly drop a commitment made at Outline stage, because the two documents can be compared.

Yes. The guidance has separate planned measures pages for medium impact and higher impact sites, reflecting that higher impact schemes are expected to commit to more, and in more detail, with input from a construction logistics specialist.

There is no universal answer, but measures that reduce the total number of vehicle movements tend to matter most, because movements are what the highway authority can measure and what generates both risk and complaints. Consolidation, higher payload vehicles and off-site manufacture all attack that number directly.

Usually because they are not SMART. "Deliveries will be managed to avoid peak hours" is not measurable. "No deliveries between 08:00 and 09:30 or 15:00 and 16:00 on school days, monitored through the delivery management system and reported monthly" is. The second commits you to something a case officer can check.