Challenges on the road ahead

Although much has been said about modal shift in relation to logistics movements in recent months, the importance of the road network to the UK supply chain cannot be understated. According to DfT, road freight currently accounts for 80% of the 208 billion tonne/km of freight moved in the UK by road, rail and water every year. There is no doubt that rail and water move significant volumes, particularly for heavyweight commodities such as aggregates, and have a vital role to play in the distribution network, but it is impossible to escape the reality that, currently, every freight movement will involve road at some point.

Despite its crucial role in the UK supply chain, road freight faces significant challenges right now. Road congestion is a particular concern as it creates both economic and environmental problems, with delays costing the UK economy £9.5 billion in 2022 alone. Having an HGV stuck in congestion costs £1.29 per minute to the operator, thus all congestion adds friction cost into the UK economy. Congestion also has a direct impact on fuel consumption and emissions, with vehicles continuing to use fuel when left idling and stationary.

Alongside the practical challenges facing fleet operators in moving goods as swiftly and efficiently as possible, they must also contend with complying with changes to regulation whether they are confirmed, such as changes to the Direct Vision Standard, or extremely likely, such as amendments to the Driver Certificate of Professional Competence (CPC).

Direct Vision Standard

The DVS was introduced by Transport for London (TfL) to address blind spots in and around the cab and ensure drivers of heavy goods vehicles (HGVs) operating in London can see and detect vulnerable road users and reduce the risk of accidents and fatalities. While currently only applying to HGVs over 12 tonnes operating in London, other metropolitan areas are considering similar schemes, so it is something all operators need to be aware of as the requirements are likely to become more widespread.

The DVS requires HGVs greater than 12 tonnes to obtain a safety permit before entering and operating in most of Greater London. Since its introduction in October 2020, the safety permit can be obtained if the vehicle meets the minimum one-star level of a five-star rating system, based on the amount of direct vision the driver has from their cab. The vehicle’s rating is determined primarily by the vehicle’s manufacturer using the approved HGV DVS technical protocol, and where the DVS star rating is one star or above, fleet operators have been able to apply for a safety permit with no further action required.

Currently, operators of vehicles rated below one star are able to obtain a HGV Safety Permit by fitting cameras and sensors to improve driver vision or awareness of their surroundings. This is known as the ‘Safe System’, but from October 2024 these requirements will change.

Progressive Safe System 

To operate in Greater London from 28 October 2024, HGVs over 12 tonnes must have a three-star rating, as determined by the manufacturer, or fit the new ‘Progressive Safe System’ (PSS) which includes additional sensors and cameras. Existing permits for zero, one, or two-star rated HGVs will expire on 27 October 2024 and vehicles with these ratings must have the Progressive Safe System fitted.

This change in requirements is going to have a significant impact on operators if it is implemented as currently proposed. Logistics UK has been pressing TfL to clarify its proposals, based on industry feedback since the technical specifications were released, in order to minimise the disruption for operators while helping achieve the administration’s road safety objectives. The logistics sector supports the London Mayor’s road safety vision including continuous improvements, through initiatives such as DVS, to ensure the safe operation of vehicles. However, the current proposals risk adding significant costs to the cost of moving goods in the capital for both businesses and consumers, and potentially putting logistics operators out of business.

Currently, there are over 200,000 permits issued to zero, one and two-star rated vehicles and all these vehicles will need to be upgraded with the new PSS standard, with an estimated cost of between £1,000 and £2,000 per vehicle. There is also the impact this retrofit requirement will have on workshop capacity across the country, let alone London. At present, there is an acute shortage of HGV mechanics and technicians with around 5,000 vacancies unfilled; Logistics UK and its members are concerned that there will need to be a grace period of a significant duration to allow workshop capacity to deliver the work required.

We have already made some good progress on behalf of our members, and following our engagement with the Transport & Environment Committee (TEC) of London Councils, TfL is now required to provide a market readiness report to assess the equipment manufacturers’ ability to deliver the latest material required for the DVS. This review will consider, among other matters, whether an extended grace period is needed before the new DVS scheme is implemented for those with pre-arranged workshop slots.

Driver CPC

Road safety is the bedrock on which professional drivers operate and the Driver CPC regime is at the heart of this commitment.

The Driver Certificate of Professional Competence (CPC) is continual professional development which is carried out throughout a professional HGV driver’s career. The government recently announced some reforms to the CPC which are expected to come into effect in the coming months. Broadly speaking, the reforms are welcomed by logistics operators, as they introduce more flexibility and better targeted training, thus allowing the sector to maintain the safety standards of which it is rightly proud.

The new legislation will provide more flexibility for professional drivers to undertake training in smaller blocks of time while still attaining the standards required. The increased flexibility that the new legislation will permit will enable logistics businesses to keep goods moving through the supply chain, while ensuring that their drivers remain up to date on key professional driving legislation.

The changes will also provide more e-learning opportunities to give drivers time to complete training away from the classroom. Lapsed drivers will also be able to return to the sector more easily and completing a seven-hour course will provide driving rights for one year while they complete their full CPC qualification. This is good news for businesses still finding it hard to recruit new drivers to the sector, and ease the passage back into the workforce for those returning to the industry – with time available for them to undertake their full CPC training.

Logistics UK does, however, have a word of caution for the government over another of the proposed reforms to Driver CPC legislation, which would replace mandated practical periodic training with a periodic test, of around 50 questions and lasting only one hour.

Our members do not feel this will provide sufficient assessment and evaluation to ensure drivers’ abilities are fully tested and should simply be discounted now. The safety of all road users is of paramount importance, and along with the rest of the industry, Logistics UK will maintain the logistics sector’s pressure on government to ensure that professional drivers can continue to move goods both in the UK and overseas safely and effectively.

For more information, please visit: www.logistics.org.uk