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Dutch HGV inspectors vow to enforce new smart tachograph rules

Dutch HGV inspectors will rigorously enforce compliance with the new smart tachograph version 2, according to a report in Transport&Logistiek. But the inspectors won't just rely on remote tachograph controls and technology, but also on “experience and intuition," warns an ILT official.

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According to an article published by Transport&Logistiek, the Inspectorate for The Ministry of the Environment and Transport (ILT) in the Netherlands has announced that it will definitely enforce the implementation of the smart tachograph version 2.

As Trans.iNFO has earlier reported, the new version of tachographs, the so-called Smart Tachograph 2 (SMT2), should be installed in all new HGVs from August 2023, in line with the Mobility Package regulations. However, there are concerns that international hauliers may not be able to implement the new version in time for the upcoming deadline.

ITL’s Senior Inspector Goods Road Jeffrey Geesdorp advises companies to take stock of their vehicles and plan ahead.

The smart tachograph version 2 will bring significant changes to the transport industry, according to the article in Transport&Logistiek, in which the ITL representative explains the main features of the new tachograph and the regulations around it.

One of the key improvements is the ability to automatically locate a truck and detect when it crosses a national border. This feature eliminates the need for drivers to manually enter country codes, which was not only time-consuming, but also potentially dangerous.

The new version streamlines processes related to cabotage and posting, making it easier to monitor and regulate such activities. Cabotage refers to transport operations carried out within a Member State by a haulier not established in that Member State.

According to the article, although the smart tachograph version 2 offers several advantages, it still has some limitations. One limitation relates to the General Data Protection Regulation (GDPR), which restricts the tachograph from continuously determining the position of a vehicle. Instead, it is only allowed to do so every three hours at the most.

Geesdorp told Transport&Logistiek that this restriction affects the usefulness of the information collected when a truck is constantly driving in a particular area. The ILT also uses Dedicated Short Range Communication (DSRC) technology for enforcement purposes. However, the transmission of personal data via DSRC is prohibited by the GDPR, which presents challenges in implementing an efficient system.

Not just technology: ILT officers rely on “experience and intuition”

The officer also stresses that the ILT relies not only on technology but also “on their experience and intuition” when carrying out inspections.

They shall take into account factors such as the nature of the goods being transported, risk ratings assigned by the European Commission, and physical checks to ensure compliance.

With the smart tachograph version 2, driving times can be viewed via DSRC, but fines can only be imposed if data is downloaded from the tachograph during a physical check.

EU’s satellite signal still not meet required standards

The article also points out that there are difficulties with the smart tachograph version 2 that need to be addressed. Currently, the tachograph’s satellite signal cannot meet the required security standards, making it vulnerable to hacking or spoofing.

A transitional tachograph has been introduced as a temporary solution until the European Commission resolves the issue.

Geesdorp adds that updating the tachograph is currently not mandatory and the cost of the update is borne by the haulier.

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