As many hauliers will be aware, Transport for London (TfL) is set to implement new Direct Vision Standard (DVS) and Progressive Safer System (PSS) rules for heavy goods vehicles (HGVs) from 28 October 2024.
What are the changes?
The original DVS requirements focused primarily on the vehicle’s star rating, which is determined by the level of direct vision from the cab. HGVs with lower star ratings were nonetheless allowed to operate in London provided they had a Safety Permit.
However, the new requirements introduce additional technology requirements to enhance safety beyond just direct vision.
These are as follows:
- A Blind Spot Information System (BSIS): This is a new requirement that mandates HGVs to have a system that detects pedestrians and cyclists in blind spots and alerts the driver. The system must issue an audible warning only if there is an imminent risk of collision.
- A Moving Off Information System (MOIS): This is another new requirement, mandating a system that detects pedestrians and cyclists in front of the vehicle and warns the driver before they move off. Similar to the BSIS, audible warnings are reserved for imminent collision risks.
Not all lorries will need to be modified. The new Direct Vision Standard (DVS) and Progressive Safe System (PSS) rules only apply to HGVs over 12 tonnes with a DVS star rating below three stars.
HGVs with a star rating of three stars or above already meet the minimum direct vision requirements, and will not need to be retrofitted with the new safety technology. Moreover, fewer lorries are more likely to have higher star ratings due to improved cab designs that offer better direct vision.
However, lorries with lower star ratings will need to be equipped with the Blind Spot Information System (BSIS) and Moving Off Information System (MOIS) to comply with the new regulations. Some newer lorries may already be equipped with these systems or similar technologies, but older models will likely require retrofitting.
Therefore, it’s important for hauliers and operators to assess their fleet and determine which vehicles will need to be upgraded to meet the new standards by the 28th of October 2024 deadline.
Thankfully, following the publication of these regulations, the Road Haulage Association (RHA) commissioned Loughborough University to produce an explainer document to help hauliers understand and comply with the changes.
The explainer document also provides clear guidelines for the minimum performance standards of these systems, covering aspects such as detection areas, signal types, and testing protocols. These standards are designed to ensure that the technology is effective in real-world scenarios and minimises false alarms.
In addition to this, the document encourages operators to conduct independent tests and real-world trials of the systems before purchasing them, thus ensuring their effectiveness in urban environments.
Haulage industry reaction
Chris Ashley, Head of Policy for Environment and Regulation at the Road Haulage Association (RHA), told Trans.iNFO that the changes would have a hefty financial impact on the industry, estimating the cost to be around £0.6 billion.
This estimate is based on the typical fitting cost of approximately £3,000 per lorry, with over 200,000 lorries needing a DVS permit to enter London. In addition to this, he notes that this figure does not account for the opportunity cost incurred as a result of each lorry being unavailable while they are retrofitted.
Ashley also pointed out that smaller hauliers will find these costs especially burdensome compared to larger firms. The RHA has thus been advocating for Transport for London (TfL) to provide financial assistance to help small hauliers manage these expenses.
Implementation challenges
Another issue raised by Ashley was the initial lack of clarity in TfL’s specifications, which has now been addressed through feedback and collaboration with Loughborough University.
Even so, despite those clarifications, there are still concerns about the feasibility of meeting the October deadline.
“There’s still concern within the industry about timescales and doubts remain about the availability of compliant kit. Hauliers need more time, and we are very clear that an extension to the “grace period” is needed. We believe that an extension of at least 12 months from October 2024 will be needed to allow the industry to source and install compliant kit,” said Ashley.
Further concern comes in the shape of the results in RHA’s recent survey, in which 76% of respondents indicated they would not be ready for the new changes by the late October deadline.
On top of this, Ashley told Trans.INFO of the RHA’s commitment to road safety, advocating for a comprehensive approach that includes educational awareness and rigorous enforcement of road traffic laws.
In his view, it is important to implement effective safety initiatives to avoid unnecessary costs. Ashley also stressed that he encourages all hauliers operating in London to consult the Loughborough University Explainer document.
Girteka: DVS costs should be shared across the supply chain
Meanwhile, it must be stressed that the new DVS requirements apply to all hauliers entering London – including foreign lorries. Therefore, Trans.iNFO reached out to two large European hauliers to learn of their preparations and their concerns regarding the changes.
Hungarian haulage outfit Waberers appears to have taken a cautious approach, telling Trans.INFO that while they are not currently transporting goods to London, they have started requesting certificates from vehicle manufacturers to ensure future compliance if their customer needs change. Some of their vehicles already meet the requirements of the new regulations.
Lithuanian road transport giant Girteka, on the other hand, has been evidently proactive in preparing for the DVS and PSS criteria.
Rokas Rakauskas, Sales Department Manager for the UK region, told Trans.iNFO that a portion of Girteka’s fleet is already DVS-ready, with significant work underway to upgrade the rest. These efforts include installing extra mirrors, motion detection systems, and enhanced signalling equipment.
“Although these efforts involve substantial costs, including those associated with empty kilometres, standing time, and driver training, we are committed to ensuring full compliance. By the end of this summer, all our trucks operating in Great Britain will meet the DVS requirements, reflecting our dedication to safety and regulatory adherence,” Rakauskas said.
According to Rakauskas, the process of upgrading existing trucks involves significant logistical and financial efforts that entail shared responsibility across the supply chain.
“While new trucks can be equipped with the necessary features ex-factory, upgrading our existing fleet requires a significant logistical and financial effort. This challenge underlines the wider issue of shared responsibility within the supply chain. Increased safety benefits everyone – hauliers, manufacturers, customers and authorities alike. Therefore, we need to change the mindset that the associated costs should only be borne by carriers. We believe that all of these major challenges, such as security and decarbonisation, should be addressed by all participants in the logistics process to ensure efficient and proper implementation without burdening any one sector,” Rakauskas told Trans.INFO.
When speaking about recouping those costs, Rakauskas added that in today’s interconnected supply chains, it is essential to distribute the costs of regulatory changes across all stakeholders, including customers, partners, manufacturers, regulatory bodies, and hauliers.