The latest data update concerns checks made between January and March this year. Our last article regarding this data set covered the first half of 2022, hence this piece uses the data covering July 2022 – March 2023.
On the whole, it is possible to come to the same hypotheses from the data; non-GB HGVs are slightly less likely to have mechanical issues, have drivers who violate hours’ rules, and be overloaded.
First, let’s take a look at what the DVSA figures say about mechanical checks and prohibitions.
The figures show that although HGVs from outwith Great Britain were subjected to 14% more mechanical checks than their non-Great Britain counterparts, their prohibition rate was more than 4% lower.
When we asked why there are more mechanical checks for non-GB HGVs, the DVSA told us last autumn:
“DVSA’s examiners can complete operator visits and desk-based assessments on GB vehicles that are part of the operator licence scheme, so there are many ways to check compliance. We can’t do this with vehicles / operators from other countries, so it is essential that DVSA carry out more roadside checks on non-GB vehicles and drivers to ensure safety on our roads.”
When it comes to the drivers’ hours rules, the data also showed that drivers of non-HGVs have a slightly lower prohibition rate compared to their British counterparts.
A similar trend can be observed when it comes to overloads.
According to the DVSA’s own figures, the prohibition rate for overloads among non-GB HGVs was over 4% lower than for GB HGVs.
This dataset was arguably the most eye-opening in the DVSA’s latest update. The data indicates that between July 2022 and March 2023, over 1 in 4 HGVs in Great Britain were overloaded.
The reasons for this cannot be ascertained from the data alone. The figures may be down to the driver shortage, though recent reports have indicated the shortage has been alleviated to a degree since the autumn 2021 peak.
Another possibility is simply the need to keep costs down by cramming as many goods as possible into each truck, even if that may involve being fined for an overload. While this has always been a potential motivation, since March 2022 there have been severe inflationary pressures on haulage firms on account of the high fuel prices sparked by Russia’s invasion of Ukraine.
Finally, just as was the case last year, when we reported on the H1 2022 figures, non-GB HGVs were subject to significantly more fixed penalties.
Regarding the disparity in fixed penalties, the DVSA told trans.iNFO in November:
“The enforcement quarterly data we have published does not account for other financial penalties that can be issued to GB operators following prosecution action. This could be for the most serious multiple offences at roadside or following subsequent site visits and investigations. We can also report GB operators to the Traffic Commissioners for their consideration of action.”
In addition to this, the DVSA added:
“We do not have the same regulatory options to take non-GB operators to court, so all fines are completed at the roadside.”