One of the most common forgotten about components in HGV / LGVvehicles is tyres, as defective tyres could lead to annual test failure or roadside prohibition. In addition to this, ignoring tyres may also cause you to have to pay heavy fines by meeting the local Traffic Commissioner.

If you have an HGV / LGV, then it is very important to know various laws which are related to these vehicles.

First of all, it is very important to have proper training and a licence for driving heavy goods vehicles. As far as the tyres are considered, you need to make sure that the tyres are suitable to the purpose for which the vehicle is being used.

The tyres of the HGV / LGV have a cut in excess of 25 mm or 10% of their width. Out of them, the greater one should be deep enough to reach the cord or ply. Other than this, the tyres should not have a tear, bulge or lump which can cause failure of the whole structure.

All these conditions of the tyres are not fit for the HGV / LGV vehicles, as they can cause damage to the road surface or other road users. So, it is important to have the appropriate set of tyres on your vehicle. According to the regulations, the vehicles which have improper tyres should not be used on the road.

VOSA has recently announced its decision of shutting down its testing stations to make way for privately operated Authorised Testing Facilities or ATFs. According to Parliamentary under secretary, Paul Clark, privatisation will not take place unless the operators do not witness any positive changes in the overall system.

The MPs have unanimously asked for a clarification from the minister concerning the Government’s response to a report pertaining to VOSA’s enforcement activities. MPs have described the report as vague with inadequately addressed points. One of the most important points includes the decision related to the inflation-busting fee increases for HGV / LGV operators.

Clark feels that VOSA will be on a firm financial footing and the company will be out of deficit within seven years. The formulated plans hope to balance the increase in fees along with the Testing and Transformation programme. The shift to a private sector, Authorised Testing Facilities, will ease the pressure on testing fees. Clark also said that it will retain some of the current VOSA test sites. These test sites will then act as a safety net to encompass the areas which are otherwise avoided by the commercial operators.

Jack Semple, Head of Policy at the Road Haulage Association, said that was delighted with this commitment, but is uncertain as to how this new move will aid the HGV / LGV operators.

Results from a survey conducted earlier this year in London showed that there has been a significant rise in drivers of all vehicles using hand-held mobile phones. The use of mobile phones was reported to be the highest in North East London.

From 2007, there has been a rising inclination towards the use of hand-held mobile phones. This became prominent with the introduction of increased penalties for using mobile phones while driving. In addition to this, there has been an increase in the use of hands-free phones, especially for taxi drivers, ever since the first survey was conducted in 2006.

Survey results show that drivers who use mobile phones while driving are four times more likely to end up in an accident. BBC Breakfast News’ Richard Scott opted for a test run in the car driving stimulator to gain personal experience on how easy it is to get distracted when using mobile phones.

Outcomes of his drive along with Dr Nick Reed, an analyst from TRL, showed the dangers of driving and using a mobile phone at the same time. The test also included the level of impairment that is caused due to texting while driving. Other important aspects targeted are conversations in vehicles that are related to hazards of using mobile phones and also benchmarking impairment due to alcohol.

According to some industry experts, the new regulator of Northern Ireland’s O-licensing system needs to be treated as equally as Traffic Commissioners (TC) is in the UK. Tom Wilson, from the Freight Transport Association, has said that this act is essential, as it will ensure a fair and clear judicial system.

The Goods Vehicle Bill will help to create this new transport regulator in the province, and it will also help extend O-licensing to own-account operators. The new regulator is expected to be given Royal Assent at some point before the end of the year. This will be beneficial for the HGVs / LGVs in the UK.

This regulator will have all of the powers of a TC in the UK, which also includes the power to issue or refuse the operating license, otherwise known as the O-license. This will directly affect the licensing of HGVs / LGVs.

All the testing issues in Northern Ireland will be done by the Driver and Vehicle Agency (DVA), a government agency overseen by the Department of Environment Northern Ireland (DOENI).

Mr Wilson has also said that DOENI will face many challenges when it comes to managing the heavy workload involved in issuing licenses. However, he has also clarified that the department will be assisted by the regulatory network in the UK and will continue with their tested O-license systems.

In the UK, there is currently no rule for anyone to keep a device in an HGV / LGV to avoid drivers from moving away when they exceed alcohol limits. However, to tackle the issue of drink-driving, many countries have decided to instate alcohol ignition locks.

In Sweden, around 50,000 HGV / LGV vehicles are equipped with alcolocks. In the United States alone almost 15,000 people die due to drinking and driving. With a continuous campaign about this topic, the levels have reduced considerably.

Devices like alcolocks have a positive effect on people who drive professionally. Almost everyday, there is news about accidents involving commercial vehicles (including, but not limited to, HGVs / LGVs) due to drinking and driving.

Some information about alcohol ignition locks was given out by David Whittock, Joint managing director of Alcolock UK.

He said that two types of units are available in the UK, one is wireless and the other is semi-tethered. The latter type is best suited for commercial vehicles. From next year, other units will be fixed which will be hard wired into cabs. The cost of one unit is around £1,000 inclusive of supply, fitting, warranty and a year’s service contract.

Even in the earlier days, HGV driving was quite popular and today it is gradually gaining more and more momentum. Irrespective of a few misconceptions about the HGV industry, many people prefer to opt for a job in the HGV sector. HGV transports bulky and heavy cargo between warehouses and factories and hence they require a strong driver who has an ability to manoeuvre a truck as heavy and as big as a HGV without causing any accidents.

Getting an HGV driving license can be a quite difficult task. There are two categories of HGV driving license, N3 and N2. While the N2 license is specially intended for drivers who will be carrying a load ranging from 3.5 tonnes to a maximum 12 tonnes in their HGV, the N3 license is especially for drivers who can carry a load above 12 tonnes in their HGV.

You can get the HGV license in two ways – either you can pay for the license yourself or you need to find someone who can sponsor you. Paying for the HGV license yourself can sometimes be a better option compared to looking for sponsorship. Though searching for a sponsor is not really very hard, you may be required to join a company that can offer the training to learn HGV driving. Alternatively, when you pay for your license on your own, you will be able to get the license after successfully taking some lessons and passing few tests. The major advantage of this option is that you can freely work with any company of your choice.

The Government has officially admitted that the recession has more or less played a part in its decision to ‘scrap’ plans for a so-called ‘National Road Charging Scheme.’ According to reports in The Daily Telegraph, Transport Secretary Lord Adonis says the Department for Transport has dropped all proposals of so-far presented charges.

These proposals, as Lord Adonis has stated, would have seen charges of up to £1.30 a mile being levied during ‘peak times.’ He also adds that the introduction of local road programmes is still a possibility, noting that any council looking to charge motorists would “have to prove that they had public support” – as reported by Daily Telegraph.

Adonis comments: “I don’t believe, as Britain is coming out of recession and most UK motorists are feeling ‘under pressure,’ that this is the time to put road charging on the agenda. There will be other times; if road use continues to grow, well in that case, some means will have to be found in order to deal with it – that is the case, frankly.”

Apparently, a petition against road pricing, set up by Telford, Shropshire businessman Peter Roberts, has reportedly attracted more than 1.7 million signatures back in September 2008. And even though road pricing has gained support in the UK road haulage industry, the Road Haulage Association had yet rejected the plans in 2007.

Chancellor Alistair Darling has reportedly given a boost to businesses investing in HGVs or LGVs and other new equipment, by doubling the capital allowance rate from 20% to 40% - at least for the tax year 2009-2010. There is no limit on the 40% capital allowance and the 100% Annual Investment Allowance (AIA) is to remain in place.

But what is more, according to Chief Economist at the Freight Transport Association, Simon Chapman, for a HGV or LGV driving firm spending a total of nearly £150,000 on either HGVs or LGVs and yet being taxed at the small companies’ corporation tax rate of 21%, it appears that the overall change would be worth an additional £4,200.

Nonetheless, if HGV or LGV driving firms and companies were being taxed at the regular 28% rate of corporation tax, still – it would be worth £5,600. In addition to this, the FTA’s Simon Chapman notes that operators and hauliers must act wisely if they want “to overcome” the tax. He advises HGV and LGV companies to react in the right way.

For that matter, Chapman adds:

“What this means is that operators have an incentive to invest in new HGVs or LGVs after October, when Euro-5 becomes mandatory and the existing RPC [Reduction Pollution Certificate] is lost. I do believe that UK-based HGV and LGV driving or distribution companies can in fact benefit a lot from this.”

The Freight Transport Association (FTA) has recently written to the Department for Transport (DfT) Minister, Jim Fitzpatrick, calling for proposed fee increases regarding HGV testing to be scrapped. A joint letter from the FTA and the Federation of Minor Businesses more or less debates these proposed HGV test increases.

For that matter, this joint letter from the Freight Transport Association and Federation of Minor Businesses in fact attacks the proposals regarding HGV testing with a 9% rise in the cost of an annual HGV test, including a 6% rise in the cost of other HGV testing services proposed so far.

Thereby, the letter says: “The scale and timing of these increases are lost on the bulk of our members, hence facing the worst trading conditions in a generation.” The joint letter also attacks these increases as being “actually the product” of most internal funding restrictions, rules and accounting laws or policies, mainly reinforced last year.

In conclusion, the joint letter is also part of the FTA campaign called “Every Penny Counts”, which calls for a moratorium on not just the annual free increases regarding HGV tests, but also on current fuel duty rises in the basic vocational HGV driving test fee. This letter is thus expected to change all of this.

It seems the case that UK-based HGV companies and firms are now eligible to apply for funding under the Government’s EFG (Enterprise Finance Guarantee) scheme. The scheme was officially designed and launched in January this year, mostly in order to try to get UK-based banks to lend or start lending again.

Thus, according to both the RHA and the FTA, most of their members tried to apply for loans through or with the assistance of this particular EFG programmed, but were told by their banks that certain, if not most, road haulage firms were excluded. Both the FTA and RHA seem to agree that the scheme needs improvement.

But what is more, the Department for Business Enterprise and Regulatory Reform (BERR) has since revised and reviewed the EFG restrictions and now officially confirmed and stated that HGV driving firms and companies are now eligible to apply for the EFG, Government-supported scheme, and get their EFG loans.

In conclusion, both the FTA and the RHA had already welcomed the change, but stating it would be nice to see the government go slightly further by perhaps helping UK-based firms, HGV companies and haulers make significant and quite notably beneficial investments in their businesses through the introduction of grants.

It seems that Cambridge is set to become the next UK city which will attempt to introduce a congestion charging scheme. Thus, it is also expected to bid for official, as well as continuous government funding later this year, mostly for public transport and road improvements, conditional on the area introducing a C-charge scheme.

What is more, David Webb, JM Director at Cambridge-based G Webb Transport, says that they are not against the idea of introducing a congestion charge scheme in Cambridge, especially since other UK cities are already “experimenting” after introducing a C-charge scheme. Webb aggress that the C-charge is crucial.

Thereby, Webb states:

“Of course, we are not against the overall concept or idea of a congestion charge in principle, but there must be investments in the roads, both in and around Cambridge. Yet, A14 is a disaster area and my depot is just off the A14. It’s a fact that HGV drivers should not be treated worse than anyone else.”

In conclusion, Webb says that a congestion charge would possibly change and improve the situation a lot. He thinks that a congestion charge would be beneficial and helpful if it is “introduced correctly” and aids HGV driving. He adds that certain roads (public transport included) must be improved and “repaired” for the charge to benefit Cambridge.

According to recent statistics, hauliers face a 22% rise in the cost of using one of the most important roads in UK, as Dartford Crossing increased its tolls on 15 November.

Furthermore, the increase takes the cost of the Crossing for HGVs, or, in other words, multi-axle goods vehicles to £3.70, now £2.90. Vans will be charged £2, now £1.80. Nevertheless, not all charges are therefore going up: it is free to cross between 10pm and 6pm.  There will no longer be a charge for towing trailers.

When the Crossing itself was built, it was allegedly planned that tolls should still continue, but only until it was paid for. In addition to this, the Freight Transport Association (FTA) is in fact among those who firmly believe that tolls ought to be scrapped completely, rather than increased.

Therefore, Natalie Chapman, Regional Policy Manager for London, adds:

“First and foremost, we do not see the point in continuing with the charge. It would certainly be more palatable if we knew where that money was going to. For instance, if it was to go on a new Thames Crossing, we would not be happy about it, but we would indeed stomach it.”

However, a spokesman for the Department of Transport claims that the tolls were scrapped, pointing out that charges are in place now, rather than tolls.

He adds:

“The tolls were replaced by charges, which are specifically intended to address congestion. Research has shown that traffic would increase by 17 %, i.e. if there were no charges at all.”

It was officially announced that the Freight Transport Association (FTA) is pressing VOSA to adopt a more pragmatic approach to enforcing sideguard rules.

In 2007, VOSA announced a more rigorous enforcement due to start in April 2008, but soon after the FTA intervened and explained the retrofit difficulties on about 15,000 crane-equipped vehicles, thus the date was deferred.

The Freight Transport Association has worked with crane-makers and bodywork builders to submit alternative proposals to VOSA and the DfT, suggesting that any changes ought to apply only to new vehicles. As VOSA has not responded, it appears to indicate that any proposed changes may have a long lead time.

Nonetheless, Graham Bellman, Group Transport Manager at Travis Perkins, and a founder member of the FTA builders’ merchants transport working group, claims that there is absolutely no statistical evidence of increased injury rates caused by a gap in the sideguards, necessitated by a front-mounted and self-loading crane.

The members of the working group operate about 3,500 HGVs with cranes, and therefore, the cost of altering existing sideguards (or mainly the top rail) would, for Travis Perkins alone, be about £1 million.  The FTA group wants the previous enforcement practices continued until the end of the current vehicle’s working life. Also, the FTA working groups points out that all new purchases will adhere to requirements.

Apparently, the Road Haulage Association (RHA) has blasted Arun Council in West Sussex for contemplating a difficult and rather complicated entry system to an HGV park as a means to oust travellers. The Westren Arun Area Committee decided on 29th October that the London Road HGV park in Bogner Regis might ultimately have barriers implemented, which only allow a driver access after entering a code.

Moreover, a spokeswoman for Arun District Council stated that the motive is not to increase car spaces for students of the University of Chichester, which is next to the site, but purely to keep out travellers who use the spaces quite frequently. Yet, Chrys Rampley, Infrastructure Manager for the Road Haulage Association, is concerned about how codes would be issued, including all the difficulties that HGV drivers will probably have to face and deal with, as they would be more or less obliged to handle these codes when accessing the HGV park.

Nonetheless, the Arun District Council has not yet examined the technical aspects of how the barriers would work. However, Rampley stresses that the RHA must indeed work alongside them. Apart from all that, she also believes that if the system is introduced, it must be a simple one, and HGVs must not end up having to park on residential streets.

Instead of having HGVs crossed off its O-licence at a hearing over maintenance issues, Taymix Transport received a formal warning to “shape and sharpen up” as soon as possible. Taymix was called before the Western Traffic Commissioner (TC) Sarah Bell on 28 October 2008 in Bristol.

Three senior managers, together with its subsidiary company Translact, were warned by the TC that operations must become more efficient while the improvements are being made. Furthermore, Director and Transport Manager Christopher Taylor, second Transport Manager Peter Noyce, and Workshop Manager Tyrone Bevan were all found to have complied with Vosa vehicle examiner Ray Smith’s advice, such as making sure that all HGVs are loaded before roller brake testing.

Nevertheless, it was noted that HGV driver training needed to improve. Apart from that, the TC also highlighted that both Taylor and Noyce had not been fulfilling their roles entirely. In addition to this, Bell said:

“The biggest mischief of all was the complete reliance on Workshop Manager Bevan, rather than the Transport Managers assuming more control.”

Even though there was concern over the Transport Managers, the vehicle improvement – since the maintenance – was indeed praised.

Furthermore, the TC issued a formal warning, stipulating that Bevan, Noyce and Taylor must undertake refresher CPC courses. Therefore, maintenance issues will be reviewed in January 2009. In conclusion, Bell said that she might also suggest further undertakings for the firm to carry out.

It was recently announced that UK hauliers will not be obliged to pay the Manchester C-charge while a study into its impact on freight is carried out.

The concession itself, which will probably last twelve months, came about after feedback from the industry during the consultation process and pressure from the Road Haulage Association (RHA). Geoff Dunning, Northern Director at the RHA, has been working with the Association of Greater Manchester Authorities (AGMA) – and Dunning managed to get an agreement that HGVs are not the same as cars. In addition to this, Dunning says:

“At the outset, we were told that cars and HGVs are all traffic and would therefore be treated the same. Getting Manchester to recognise that HGVs are different and thus react to different issues is definitely a positive step.”

Last week, AGMA decided to defer payment for HGVs for the first year of the scheme, but only if it gets the go-ahead following a referendum next month. James Wilkinson, Managing Director at Austin Wilkinson & Sons, says:

“HGVs, not only in Greater Manchester – but practically all over the country, should indeed be supported to promote a reduction of general inflation, whereas another tax, no matter how it is imposed, only puts up the price of goods for the consumer.”

Moreover, Mike Lyons, Group Finance Director at AK Worthington, adds:

“AGMA had previously said that the reduced congestion would improve our journey times by 30-40%, but there is no evidence of that.”

DfT (i.e. The Department for Transport) is currently pursuing policy initiatives so as to put Britain at the forefront of a “green” motoring revolution by encouraging a mass market in electric and hybrid vehicles, such as HGVs, LGVs or vans. Last week, the newly appointed transport secretary Geoff Hoon announced that the government is in the process of making “greener vehicles” a reality. Hoon says:

“First of all, all these low-carbon vehicles, such as plug-in hybrids, cut fuel costs and reduce harmful emissions. If we can inspire more people to use low-carbon vehicles, it will help us to make a positive impact on climate change.”

The DfT vehicle procurement programme, managed by Cenex, will feature a demonstration that explains the use of lower carbon vehicles in the public sector. In addition to this, Hoon says:

“Vans, for instance, make up around 30% of road transport emissions in the UK, and their emissions are rising more than any other mode of road transport. That is why we are fully committed to this new programme to help kick-start the market. In the public sector, there is considerable demand for vans, so we want to use our spending power to lead the way in developing lower carbon options that will appeal across the board.”

The DfT also wants to spend £20m on technical innovation so as to make electric and other “green” vehicles both affordable and practical. In fact, DfT says that recent research shows that the UK power system could support the use of electric vehicles without even “needing more power stations.”

The transport bosses in Norwich are currently looking at whether HGVs and LGVs should be included as part of the City’s Low Emission Zone (LEZ).

Even though only buses and coaches fall under the city’s LEZ at present, it is possible the scheme could be expanded.

According to Chris Mitchell, LEZ manager for Norfolk County Council, this would probably depend on its success. He said:

“It is certainly something we are looking at, but we initially decided to concentrate on buses because these were considered generally more polluting than HGVs or LGVs”.

Nonetheless, the first LEZ in Norwich – a joint initiative between Norfolk County Council and Norwich City Council – came into force in July. Air quality within the LEZ is monitored and buses must meet at least Euro-3 emissions standards. Therefore, the overall aim is to deliver specific reductions in emissions of nitrogen oxides, small particulates, carbon monoxide and hydrocarbons.

Currently, the main focus for reducing lorry emissions – through fewer journeys into the city centre – is the Norwich Freight Consolidation Centre, which is located to the southwest of the city and thus operated by Foulger Transport.

Mitchell added: “Generally, the centre is working well; it not only benefits cyclists and pedestrians, but also other road users in general and of course impacts on climate change by reducing emissions.”

He also added that smaller HGVs are allowed to drive in the city’s bus lanes – provided they are using the consolidation centre.

Furthermore, Mitchell adds: “This measure encourages retailers to use the consolidation centre – as deliveries during congested periods can be guaranteed at a time rather than longer distance arrivals getting stuck in peak hour traffic.”

The European Parliament has called upon the European Commission to swiftly propose reforms to the European Union’s (EU) working time directive so that self-employed drivers, including HGV drivers, are in fact included from March 2009.

In a detailed motion, MEPs claimed that the existing exemption from the rules for self-employed drivers such as HGV drivers was being commonly abused. They noted

“the importance of addressing the industry malpractice of classifying many employees falsely as self-employed drivers”

The parliament claimed there was a

“general view within the transport sector that self-employed drivers should be included”

within EU working time legislation. And it added that under the existing system “it would be extremely difficult from a legal point of view to identify and pursue “bogus” self-employed workers, not to mention the practical and bureaucratic difficulties (required) to prevent this concept from being widely exploited to evade the restrictions on working days.”

As a result, the motion recommended that the directive’s

“scope is extended to include self-employed workers”

by March 23 next year - an ambitious target given the EU’s generally slow decision making.

Green Party MEP Mary Lou McDonald said:

“Compliance with rules for driving, working time and rest periods are basic requirements for ensuring road safety and the health and safety of drivers and passengers.”

A number of defective and overloaded foreign HGVs that were repeatedly stopped on three major roads in South Wales have been highlighted by Plaid Cymru. As a result of this, the Welsh political party was obliged to use the Freedom of Information Act to ask for concrete figures from the South Wales Police on how all those foreign HGVs were supposedly stopped on the M4, the A465 and the A470 in 2007.

Furthermore, the police stipulated that of 100 cases where the outcome of being stopped was actually recorded, 24 cases were regarded as insecure, which is when the HGVs were either overloaded or with certain mechanical defects. In addition to this, the police also said that another 14 cases resulted in drivers’ hours prohibitions.

Moreover, Plaid Cymru’s Chris, who is also a Welsh Assembly member for South Wales Central, says:

“The overall dangers to other motorists and pedestrians are more than evident. In fact, this week, we have heard that certain foreign LGV drivers work such long hours that they actually report themselves to the police so as to be sure they get a rest from driving. There are certain unscrupulous foreign firms that keep pushing their drivers to work over their hours. To be quite honest, tired foreign HGV drivers are a threat to the rest of us.”

Luckily, after you have completed your HGV training, we are lucky enough in the UK not to have this problem.

As an HGV driver, it is important that you know the length, width, and height of your HGV when attempting a parking or reversing manoeuvre. You should be aware of your surroundings, and identify any potential hazards.

You should be aware of where you can park according to the Highway Code and local signposting. The laws are in place for your own safety and that of other road users. All HGVs must have their lights on when parked on the road at night and when parked in a lay-by as they are close to the road. When connecting or disconnecting a trailer, make sure that the parking brakes are engaged on both your HGV and the trailer. This will prevent your vehicle rolling away when connecting the air pipes or disconnecting the coupling. For your own safety and the safety of your load, make sure your vehicle is secure at all times.

Reversing your vehicle can potentially create a dangerous situation. You need to be aware of pedestrians, cyclists and other vehicles in the area and make sure they are aware you are reversing. There are audible devices that signal your vehicle is reversing – however, you always need to observe your surroundings before and during a reversing manoeuvre.

A good tip is to use the assistance or banksman if available.

Manoeuvring your HGV is a difficult and skilled operation that is covered comprehensively in HGV training. It is important to be aware of the hazards and obstacles that may be in your way.

As an HGV driver, you should always observe your surroundings before carrying out any manoeuvre – and remember to use your mirrors. There are blind spots around the sides of the vehicle, which makes it more important to be aware of other road users both to either side and at the rear of your vehicle before they enter these blind spots.

Your HGV is at its most stable when travelling in a straight line. Sudden steering movements can cause:

• A loss of control
• Displacement of the load (which in turn can cause a shift in balance of your load and cause the HGV to become unstable)

Always plan and be aware of other road users before making a manoeuvre – and make sure the movement is smooth and controlled.

When overtaking, you need to plan the manoeuvre. You should look well ahead for hazards and adjust the manoeuvre appropriately. Some potential hazards to be aware of are:

• Oncoming traffic
• Bends
• Junctions
• Other vehicles overtaking
• Hills

You need to understand the speed of the vehicle in front and judge whether the overtaking manoeuvre is viable, how long it would take and the time in which you have to make the manoeuvre.

Pawson Transport, the new entity set up by four directors of the haulier E Pawson & Son, has been granted a new operator’s licence.

At a Castleford public inquiry, the North Eastern Traffic Commissioner Tom Macartney said that even though it would be an unpopular decision, he was going to grant the application for 10 vehicles and 50 trailers.

Concerns had been raised by dealer Keltruck over the sale of numerous HGV vehicles and trailers by the former firm, just when finance was still outstanding on them.

Macartney said he was sympathetic with the problems that E Pawson suffered and added:

“Those that are before me have indeed acted properly and did all that seemed sensible at the time (to check the status of vehicles).”

Apart from that, Macartney also believes that it will be a new and fresh start for the family business. Moreover, he added:

“I will grant the application in full so the company as a family business can go forward and hopefully learn from the lessons of the past and put those problems behind them.”

Rachel Slade, the director of Pawson Transport, said:

“I am just so pleased things have worked out. But we’re going to need 100’s of more HGV drivers - so get training’.

It is a firm fact that diesel spillage is dangerous to other road users, particularly motorcyclists. If you are an HGV or LGV driver, you should regularly check under the bonnet and throughout the run of the fuel line – from the fuel tank to the engine to make sure:

1. The fuel filler cap is fastened securely.
2. The seal in the cap is not torn, perished or missing.
3. There are no other defects that could let fuel leak.

As an HGV driver, you should remember that fuel expands when it is hot. If you overfill the tank and the fuel expands, it can leak through the breather, thus wasting fuel and money. It will also be hazardous.

Moreover, you should choose gears in accordance with the situation the vehicle is in and the load it is carrying. The lowest gears may only be necessary if the vehicle is loaded or when you are climbing a steep gradient.

You should always plan ahead before entering a junction, approaching a hazard or manoeuvring to avoid dangerous situations. You should never “coast” with the clutch pedal depressed or leave the gear lever in neutral. This is highly dangerous, especially in vehicles with air brakes, as you would lose the pressure in the braking system.

The Freight Transport Association (FTA) is calling for operators’ views on the possible introduction of 18.75m-long artics.  The FTA is starting a series of meetings to explore the topic with the Department for Transport.

“It would be helpful if people would consider the options and let us know so that the evidence the FTA presents to the government is as strong as possible” says Andy Mair, the association’s head of engineering policy.

Ruth Kelly, predecessor of transport minister Geoff Hoon, rejected the idea of a 25.25m Eurocombi trailers earlier this year, although left the door open for a possible “modest” increase in weight and length. A TRL and Herriot Watt University study accompanying the report put forward two suggestions: an increase in artic combination length to equal that of drawbar units, but within the existing maximum legal GVW.

The extra length would thus incur a payload penalty although the increased deck length of 3.25m would provide additional volume - enough for two pallets (four on a double-deck trailer). The other idea was a payload neutral option, allowing the same increase in length and volume, but raising the GVW to 46 tonnes. Early indications are that operators with loads “cubing out” are among those most enthusiastic about the suggestion. However, the discussion process is at a hypothetical stage, likely to be lengthy, possibly unpopular with rail freight operators and not a high political priority.

A device has been designed that enables HGV and LGV drivers to check their brake lights before using the vehicle on the road.

The Brakeaware electrical safety system allows the driver to activate the brake lights using a fob, standing behind the vehicle while making routine checks. The device is fitted in the cab, connects to the brake-light feed and has a range of up to 70m.

John Arundel, an LGV driver from Treharris, Merthyr Tydfil, who works for A&L Trucking, designed and developed the technology over a 15-month period.

He says: “The cab can be 60 feet away from the rear of the vehicle, so you cannot always see the reflection of the brake lights to check if they are working.” To that he added: “This could prove to be a very serious and expensive problem.”

Arundel says the device has already been adopted by several South Wales companies, and his firm is in talks with a major haulage organisation in the area. He is also prepared to work in partnership with the big truck manufacturers to develop the technology.

The product, which costs £29.99 and is apparently easy to install, was on display at the British Invention Show at Alexandra Palace until 18 October. The project received a £5,000 grant from the Welsh Assembly Government’s Wales Innovators Network (WIN), and Arundel has ploughed £15,000 of his own money into the project.

“We’ve only had the devices in stock for the past five weeks, but feedback from customers has been good” he adds.

As an HGV driver, you are expected to know what to do on the road when it is either raining or snowing.

First of all, rain can reduce visibility and can present difficult road conditions for you and other road users. It is important that you use headlights in order to see and be seen. Rain causes slippery conditions, therefore, slow down and maintain a safe distance between you and other drivers, using the 4-second rule as a minimum. You should also make sure that all spray suppression equipment fitted to your vehicle is working and effective. You need to see clearly so make sure that wipers are cleaning the windscreen properly and the water bottle is filled with the appropriate fluid, especially in winter conditions. Be aware of other road users, as they will have more difficulty seeing when there is heavy rain and spray.

Furthermore, snow also reduces visibility while driving. You should reduce your speed and use dipped headlights when in these conditions. In fact, snow affects braking distances so it is important to allow much greater stopping and separation distances to account for this. Remember, road markings and traffic signs may be difficult to read in snowy conditions.

When driving your vehicle in these conditions, you should take extra care and pay attention to the road and approach junctions slowly. Deep snow and drifting snow can cause the closure of roads. Do not attempt to use these roads. As with any other weather conditions, it is important to plan your journey and keep in touch with weather reports. This will help you avoid dangerous driving conditions.

Training and preparation is vital. Do not venture out in severe conditions without being properly prepared.

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As a professional HGV driver, you should set a good example of driving to others. You should always have an idea of how other road users see you. Remember that they are not HGV or LGV drivers and may wonder why you are making certain manoeuvres. Losing your temper with other road users will not make your working life easier. Keeping your emotions under control will lead to a safer and more pleasant working environment for you.

Being involved in a collision with another vehicle can have serious and far-reaching consequences for you and other persons involved. Remember – you are the person with the responsibility for driving your vehicle safely at all times.

As an HGV or LGV driver, you must be aware of the effect your vehicle has on other road users. For example, your vehicle creates turbulence and will have an effect on other road users when you pass them. It will affect:

• Pedestrians
• Cyclists
• Motorcycles
• Cars
• Horse riders
• Caravans
• Other lorries and buses

Always be aware of other road users.

There is limited vision around your vehicle due to its size. Use your mirrors and always check any blind spots when you are maneuvering.

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Research has shown that lights are one of the most common failure items when an HGV or LGV is put in for its annual test, and headlights are the most common source of problems. A significant number of failures are due to headlights being unsynchronised, such as one side being aimed high and the other low.

As well as headlights, it is important to check that all other lights are functional and clean before a journey. It is unsafe to drive with faulty or dirty lights, including indicators, brake lights, fog lights and headlights.

In fact, it is important to know as much about the traffic and obstacles around you as possible. Before starting your journey, you should always check your mirrors to make sure they are in the correct position for you to be able to see around the vehicle. You should always make full use of your mirrors before making a manoeuvre.

You ought to be aware of blind spots, both for yourself and others. There are many HGVs or LGVs that are fitted with “close proximity” and “wide angle” mirrors to survey the driver’s blind spot on the passenger side of the vehicle. It is particularly important that these mirrors are properly adjusted so that you can see, for example, cyclists close to the nearside of the vehicle. Keep a defensive space around your vehicle to enable you to react. It is advisable that you use your mirrors frequently so that you are constantly aware of what is happening around you.

These points and many more are covered comprehensively during HGV training

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Driving an HGV / LGV can be as easy as pie – but only if you follow certain rules and pay attention to important details. If you are an HGV or LGV driver, you will find the following tips quite useful:

• As with any vehicle, if you have a passenger, make sure they are in a safe position with their seatbelt on.

• Make sure passengers are aware of the potential dangers of distracting you while you are driving.

• Before carrying passengers, especially children, you need to ensure that your insurance allows you to do this.

• Drivers and front-seat passengers should sit as far back as reasonably possible from the steering wheel or dashboard, as this will reduce the possibility of serious head or chest injuries in the event of a potential crash or accident.

• When driving, you should not have any hanging garments in the cab, as this could obstruct your view.

• Make sure that all doors and windows are secure when leaving the vehicle or when sleeping in the cab overnight.

• Do not forget that it is against the law to use a hand-held mobile phone or similar hand-held device while driving.

Tips such as these are generally covered within your HGV training.

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Each and every HGV driver should always remember after their HGV training: It is illegal to use a hand-held mobile phone or similar hand-held device (such as navigation equipment) while driving. An HGV driver must maintain proper control of their vehicle at all times and using a hands-free kit will still distract your attention from the road. HGV / LGV drivers who use a mobile phone:

• Are much less aware of what’s happening on the road around them
• Fail to see road signs
• Fail to maintain proper lane position and steady speed
• Are more likely to “tailgate” the vehicle in front
• React more slowly and take longer to brake
• Are more likely to enter unsafe gaps in traffic
• Feel more stressed and frustrated

On the other hand, the radio in your cab can be a useful driving tool as it can keep you up to date with information on:

• Traffic conditions
• Accidents
• Weather conditions

This will help you plan the safest and most efficient route, minimising the potential of risk on your journey. However, you should not let it distract you and do consider others:

• Keep the volume to a reasonable level when travelling or waiting in traffic
• Turn it off when loading or unloading the vehicle

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It is advisable that every HGV or LGV driver does occasional walk-rounds every now and then. The daily walk-round, which should take place before you begin a journey, should cover:

• brakes / lights / tyres
• windscreen wipers / washers
• horn / mirrors / speedometer
• tachograph / number plates
• reflectors / reflective plates
• exhaust system / speed limiter
• current test certificate
• proper licencing with appropriate valid disc displayed
• correct plating / seat belts / insurance
• construction and use
• any coupling gear / any load being carried

When in the cab, you should check:

• the driving seat is correctly adjusted for you
• all interior and exterior mirrors are clean and adjusted appropriately for you
• lenses and screens of rear-view video equipment are clean and clear
• gauges and warning systems are working
• the parking brake is applied
• the gear selector is in neutral
• you have sufficient fuel for your journey
• your mobile phone is switched off or diverted to voicemail
• the doors are working and are closed

Before starting your journey be sure that you understand:

• the controls of the vehicle
• the vehicle size – weight / height / width
• handling
• brakes (in accordance with the brand of brakes fitted)

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Planning ahead is important and means that you are a dedicated and organised HGV or LGV driver. Before starting a journey, plan your route, including rest breaks, and identify the potential hazards. This will enable you to avoid or minimise the risk of being involved in dangerous or risky situations.

Route planning is an important part of any journey. The length, width, weight and height of your vehicle will sometimes dictate the route you take. If possible, you should also plan routes to avoid congestion at peak times.

Warning – getting lost wastes fuel and money

Use the visibility advantage provided by the high seating position in a cab to your advantage. Plan ahead for every manoeuvre you need to make, understand the road and consider the other road users around you.

It is important to make yourself comfortable, as well as safe, when travelling. As an HGV or LGV driver, you should always be aware of the effect your vehicle, and the way it is driven, has on your surroundings. Manoeuvring your HGV or LGV is a difficult and skilled operation that you will have chance to practice during HGV training. It is indeed important to be aware of the hazards and obstacles that may be in your way. You should always observe your surroundings before carrying out any manoeuvre and use your mirrors. There are blind spots around the sides of the vehicle, which makes it more important to be aware of other road users both to either side and at the rear of your vehicle before they enter these blind spots.

Planning ahead certainly makes driving a pleasurable and stress-free experience.

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As an HGV driver, it is advisable that you check your brakes before each journey.  Safety checks will often be covered in your HGV training but it is important not to forget them once you begin work. If your vehicle has air brakes, you should listen for the hiss of air leaks or low pressures indicated on the dashboard gauges. With hydraulic braking systems, you should inspect the fluid level at the reservoir.

For instance, if your HGV or LGV is equipped with ABS brakes and has a trailer, you need to check that the system is connected and working correctly. You should establish whether your vehicle’s braking system has a manual or automatic draining system. If it has a manual system, you should know whose responsibility it is for draining the braking system, and ensure that it is done regularly. This is especially important during cold weather as it may prevent ice forming in the system.

Planning journeys and anticipating road hazards will help remove the need for harsh braking that can lead to the loss of control of the vehicle. Therefore, if your vehicle is equipped with ABS brakes and you find yourself in an emergency situation, apply maximum force to the brake pedal and maintain the force. All in all, the brake pedal should not be pumped as this will reduce the effectiveness of the braking system.

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As an HGV driver you should be aware of how the vehicle you drive functions and be able to spot potential problems before you start a journey. Any defects or problems should be reported and a proper record kept.

There are some important checks that you should carry out before starting a journey. You do not need to be a mechanic to carry out these tests – they are easy to do and can help avoid a serious accident.

You should carry out a walk-round check of your vehicle before starting your journey. In fact, an HGV / LGV driver has a legal responsibility for:

1. Ensuring legal requirements are met before driving the vehicle.
2. Checking the vehicle is roadworthy before driving.
3. Ensuring that any equipment, fittings and fixtures required are present and serviceable.
4. Not driving the vehicle if faults are present or develop.
5. Ensuring all actions taken when driving the vehicle are legal.

As well as checking the vehicle, you should also carry out safety checks within the cab. These checks are covered within your HGV training as they will help ensure your own safety and that of any passengers or other road users. Before each journey check that all the warning systems are working; never start a journey with a defective warning device or when a warning is showing. If a warning light shows when driving, stop immediately and seek professional help.

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Regardless of the law, it is important that if you start to feel sleepy you should find a safe place to stop (not the hard shoulder or the motorway!) as soon as possible. Modern vehicles are often very comfortable but it important not to relax too much.

To combat the risk of falling asleep at the wheel, you should:

1. Plan your journey to include adequate rest breaks
2. Get adequate sleep and do not start a journey if already too tired
3. Avoid driving if you are not 100% fit.  It is always better to be safe than sorry, so look after your health
4. Never drive if affected by alcohol or drugs and remember that some medicines, including over-the-counter remedies, can make you drowsy
5. Avoid eating heavy meals before driving
6. Be alert to the body’s natural tendency to feel more sleepy between 2 pm and 4 pm in the afternoon and in the early hours of the morning
7. Keep a plentiful supply of fresh air circulating in the cab but remember that cold air will do little to stop you falling asleep.

As an HGV driver, you are required to be healthy and pass a medical test. You are also required to have an eye test whether or not you already need glasses or contact lenses. Training for the above can be taken with FastTrack – approved by the RHA. Ask your training provider for FastTrack details.

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Certain rules and regulations concerning the road safety should indeed be taken very seriously – especially if you are an HGV / LGV driver. Drivers’ hours of work are controlled in the interests of road safety, working conditions and fair competition. Currently, there are maximum limits on driving time and minimum requirements for breaks and rest periods. There are various exemptions from these rules, some of which apply to activities and vehicles on UK journeys only.

If you operate under the European Union (EU) drivers’ hours and tachograph rules, you will in fact be subject to working time provisions within the Road Transport (Working Time) Regulations. Self-employed drivers will be exempt from these regulations until 2009. Drivers of vehicles which are exempt from the EU drivers’ hours and tachograph rules normally fall within the scope of separate UK domestic legislation on drivers’ hours. If you are a driver of such a vehicle, then you will be subject to certain aspects of the main working time regulations.

You need to establish what rules and regulations apply to the HGV work you are undertaking and ensure that you maintain proper tachograph records and return these to the appropriate person as required.

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With fuel prices eating heavily into the profits of haulage firms, research into creating a new biofuel would be of great interest.

Therefore a series of different companies have teamed up to test a new fuel, that if proven successful, will mean a big change for HGV drivers in the years to come.
The new fuel, biofuel Dimethyl Ether (DME), is being tested in Sweden this month as part of a four-year project from the European Union. The companies, Volvo, ETC, Haldor Topsoe, Chemrec, Delphi, Preem and Total are all heavily involved in the research.

Volvo have provided 14 HGVs for the experiment, all of them have been converted to accept the new biofuel. ETC will be monitoring and evaluating the performance of the fuel. Delphi are to create specially manufactured fuel-injection equipment for the HGV engines.

Total are to develop the new biofuel technology. If the project proves a success it will not only reduce costs for the haulage industry, but also offer significant benefits to the environment. The project has also received significant investment totalling £22.4 million, which has come from the EU, the Swedish Energy Agency and the companies involved themselves.

Leif Johansson, chief executive of Volvo, stated:

‘The BioDME project is an example of what the next step could look like and illustrates the possibilities of producing renewable fuel on a major scale.’

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It took some considerable time but at long last the appointment of a consultant for HGV licensing has been made. The move came after a number of incidents involving HGV’s that weren’t roadworthy, and the new consultant will be responsible for ensuring that HGV companies maintain their vehicles properly.

The Road Transport Act 2001 contains provisions so that operators of HGV’s / LGV’s ensure that their vehicles are roadworthy. The act is in force now, but the provisions have not come into play due to the fact that regulations haven’t been drafted for the registration and licensing of operators.

The HGV licensing consultant, Murray Oliver, has now been appointed

Ken Berry has been campaigning for the appointment for some time:

‘Obviously I’m pleased that they are moving the whole thing forward. We do tend to lag behind in certain legislative processes but I don’t want to be overly critical of government. Neither do I want to criticise the many safe operators there are but clearly for some its necessary to go down the regulatory route.’

A DoT spokesman stated:

‘We’ve appointed a consultant and we are due to meet with him this week to discuss the way forward.’

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Calls have been made for HGV drivers to be more aware of cyclists on the roads in a bid to reduce the number of accidents. Cyclists are particularly vulnerable on the roads, and due to a series of incidents in busy cities recently, calls for HGV drivers to be made more aware of cyclists and the potential for accidents during HGV driver training have been made.

Neil Maroni is campaigning for more awareness of cyclists among road users, and HGV drivers in particular, after his cousin was killed on the road 2 weeks ago. Maroni, a keen cyclists and a triathlete stated:

They need to be more empathic towards cyclists and the education they receive before passing their HGV licence should include watching videos of accidents. They simply do not understand the threat that blind spots pose for a cyclist and the need for intelligent and respectful positioning at a sensible speed.

There is a big movement in the nation’s capital right now to get people back on the roads on their bicycles, spearheaded by the new London mayor Boris Johnston. If cyclists are to be safe on the roads it’s essential that HGV drivers are aware of their presence and take precautions when driving their rigs.

As the 2012 Olympics approach, the number of HGVs driving around the capital is likely to increase as the city is prepared for the games. Existing drivers, and new drivers need to be aware of the dangers in order to keep the roads safe.

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A new government report has shown that changes to the central reservation on motorways can make the roads safer from cross over incidents involving HGVs. According to the report, the barriers in place are responsible for incidents, and they could be avoided if the barriers were replaced with concrete ones. The Transport Research Laboratory discovered that fatalities can be reduced by implementing a very high containment safety fence or barrier

The report looked at 39 incidents that involved HGV’s in the UK and found that the barriers on the central reservation were responsible in nine of them. They concluded that if the barrier had been replaced with a concrete one, the accident would have been avoided altogether.

These incidents are rare in the UK, as an average of 56 incidents per year have occurred between 1985 and 1998. Lorries breaking through the central reservation were only involved in 120 accidents, out of 166,070 road casualties in that period, making the involvement of lorries in the casualties very rare.

The Highways Agency is however looking at the findings of the report and is considering taking action to make the roads safer:

‘What we are saying is the steel barriers are still up to standard but we will replace them eventually. We couldn’t replace them along the whole length of the network it would be too costly. The installation of concrete barriers in the central reservation reduces significantly the likelihood of crossover incidents, is essentially maintenance-free, and is unlikely to require repairs after vehicle impact. Therefore the accident risk to road users and road workers on our busy motorways is reduced.’

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Northamptonshire police have warned HGV drivers to stay alert and be aware of thieves in the area, following a series of thefts from lorries. Police are currently investigating three thefts which occurred this month, from Sunday through to Monday this last week.

One of thefts from a HGV occurred when 1,000 television sets were stolen from a lorry, which was parked at the time in a lay-by near the A45. The lorry was broken into between the hours of 11pm Sunday and 6am Monday morning.

A similar theft occurred between 5am Sunday and 1:30am Monday when a HGV that was parked at a secure parking compound was broken into, and 100 cases of whiskey were stolen. The HGV was parked at DRIFT, which is near to Crick.

The third theft happened on Monday morning, between 4am and 5am. A Renault HGV was parked in the services on the M1, at J15A, and was broken into. It was carrying a cargo of Levi Strauss, which was stolen.

Police are advising all HGV drivers to ensure that they park their vehicles in well lit areas, and wherever possible to make sure that they are parked in secure areas.

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When you complete HGV training, one of the most important things to remember is that the vehicle you are driving is very powerful and can cause a lot of damage if you don’t concentrate and remain in control. However, one HGV driver failed to maintain control of his HGV in December last year, and on Friday September 12th admitted to dangerous driving in Penrith Magistrates’ Court.

Benjamin Trotsman was driving his HGV, a 38-tonne truck, erratically in the small hours of December 11th, when he was observed by another HGV driver to be watching an episode of the Sci-Fi TV series Battlestar Galactica on his laptop, which was perched on his dashboard. As a result of his attention being on the laptop, he was veering across multiple lanes of the M6 motorway.

When he was stopped by police, they discovered the HGV driver’s laptop closed, but the video file of the TV show was minimised on the desktop.

According to Benjamin Trotsman’s defence solicitor, the HGV driver was using the laptop to navigate via an online map.

Police stopped the HGV and found there was a computer on the dashboard with a number of programmes running.

One was a map, and another was a media application running a film.

My client’s case is he was driving along with the computer on but it had a Google map running – obviously there is a distinction, as looking at satellite navigation would not be dangerous driving.

Trotsman originally pleaded guilty to dangerous driving on August 22nd, but on Friday he changed his plea, and pleaded not guilty. He claimed he was not watching Battlestar Galactica on his laptop at the time.

The case has been adjourned, and will be reconvened on October 3rd.

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Norfolk County Council has warned that it needs almost double its allocated budget in order to bring its roads up to the necessary standard.

The council is due to meet on Wednesday 3rd September and a report will show the double impact of both the steep rise in maintenance costs and the deterioration of the road network condition.

The total cost of covering all the county roads, excluding trunk roads and footways, is around £70.4 million.  The report estimates that the required budget next year would be approximately £54.7 million, almost double the 2008 figure of £28.5 million, and inflation costs in construction has reduced the value of their budget by around 25 per cent over just four years. 

Adrian Gunson, cabinet member for planning and transportation, said: “This report shows that the county council has done quite well when it comes to maintaining the safe condition of roads and dealing with those in most urgent need of attention, but that there has been an underlying deterioration in the road network overall.

“The proportion of the network with no defects has been falling steadily. This is a worrying sign and if we do not take action it can only lead to more serious problems and higher cost in the future.”

Priorities are suggest to be:

• A roads
• Bridges, especially those used mainly by HGV drivers
• Traffic signal renewal
• B and C roads
• Footways
• Other minor roads

Members will be able to comment on the report and be given updates on the proposed measures to reduce CO2 emissions and to adapt to unavoidable climate change.  

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The Manchester congestion charge organisers have stated that all trucks will have to pay to travel in Manchester during peak hours.  Hauliers have been urged to ensure that they have their say in a referendum later this year.  HGV’s may be charged the same fees as cars.

Hauliers are apparently unsure about whether or not trucks will have to pay the charges and so the TIF (Transport Innovation Fund), responsible for the plan, has clarified:

“We have made it clear that under the proposals being considered as part of the public consultation HGVs would only pay the same rate as cars.

“The weekday-only, peak-time congestion charge prices for HGVs would be £2 to cross the outer ring heading towards the city centre between 7am and 9:30am and £1 to cross the inner ring. There would be no charge for heading out of the city centre at this time of the day.”

“During the evening peak, between 4pm and 6:30pm, HGVs would pay £1 to exit the city centre if they crossed the inner ring and £1 to cross the outer ring. There would be no charge for vehicles heading towards the city centre at this time of the day.

“There would be no charge at all, regardless of the direction of travel, outside the limited times mentioned, and there is also no charge at all to drive on the M60.”

If the Manchester congestion charge does indeed apply to HGV drivers during peak hours, this could have a significant effect on their work.  Alternatives could include making deliveries and pick-ups outside of hours, meaning people will have to change their working hours to allow for this, so it is important that hauliers attend the referendum and be sure that their voice is heard.

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HGV Driver Caught Smuggling £1 Million Cigarettes

As he entered Dover, a Greek HGV driver was caught in an effort to smuggle 7.1 million cigarettes, together worth over £1 million.  The stash was found in the HGV lorry-load of grapes.

This illegal attempt was thwarted on the 24th August when the UK Border Agency officials stopped the truck.  The UK Border Agency is the agency responsible for securing the UK borders in terms of immigration and customs regulations.

The HGV lorry was entering the Eastern Docks after travelling from France on a ferry.

The HGV driver, Efthymios Galanopous, has been charged with duty evasion.  He appeared in court on 26th August and has now been remanded in custody and will reappear in court on 1st September.

A spokesperson for Dover HM Revenue and Customs (HMRC) stated:

“We will not hesitate to take action against those involved in cigarette smuggling.”

The HMRC hotline is available on 0800 595000 for anyone with any information on this or any other case.

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The Manchester congestion charge is due to come into force in 2013.  The RHA is urging any and all HGV operators that work in and around Manchester to strongly oppose the congestion charge and to not give up their fight.

Earlier this year, a spokesperson for the Greater Manchester Passenger Transport Executive said that HGV drivers have until the 10th October to get their voice heard if they feel they should not be forced to pay the charge.

Under the current proposals, the DfT, which is overseeing the proposed scheme through the TIF (Transport Innovation Fund), announced that HGV’s will pay the same charge as cars.

The RHA northern regional director, Geoff Dunning, says that this is actually a move forward.

“The original proposals included a provision that trucks would pay more than cars. I believe that it is because of the RHA’s pressure before the formal consultation that they now propose to set the charge at the same rate as cars: so we have made a little progress.  Having said that, we have not yet given up on the possibility of trucks being exempt, and we are currently urging our members to oppose the imposition of this charge.

Trucks are being treated in exactly the same way as cars, with no recognition of the fact that they deliver the goods that the city’s economy needs.  Also, trucks generally cannot choose a travel time, as customers dictate delivery times.  The charge is irrelevant to trucks as the whole point of the scheme is to change people’s behaviour and get them out of cars.”

All members of the RHA should receive a draft letter from the organisation this week for them to send to the organisation behind the scheme, Greater Manchester Future Transport.  This draft letter will highlight why HGVs should not be forced to pay the charge.

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Wiltshire County Council has now corrected their HGV drivers figures and is now looking set to resume the Westbury Bypass inquiry in the next week.

Initially, the inquiry was scheduled for July this year, however, it had to be postponed when the council realised that their HGV traffic figures, which were being provided to inspectors John Yellowley and Alan Langton, were incorrect

In error, the county council had accidentally halved their HGV drivers figures, for instance, the HGV traffic on Warminster Road had been initially provided as 337 HGV’s within a twelve hour period, however, this was later realised to actually be 674.

Now that the revised traffic data has been finalised, Westbury Town Council’s Highways and Planning Development committee has had chance to discuss the new figures in August and has now given their full support for the new eastern bypass.

Committee Chairman, Cllr Derek Hulin, said:

“In light of the new traffic figures received, this council re-iterates its support for the eastern by-pass and furthermore understands the necessity for the weight restrictions on Station Road railway bridge whether this be in conjunction with the proposed bypass or at an earlier date.”

The inquiry meeting is expected to recommence on Thursday 4th September at The Laverton in Bratton Road, Westbury, and will last for one week, concluding on the 11th September.

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 Hauliers that put correct tyre management programmes in place can save a significant amount on fuel according to recent claims by leading tyre companies. These claims were in response to the latest CM/Michelin business monitor. During the business monitor, HGV and LGV operators were surveyed to find out how frequently they check the vehicles tyre pressures. 19 percent of HGV drivers said they checked them every day, whereas 40 percent stated they performed weekly checks. 7 percent of drivers stated it was done on a fortnightly basis, 14 percent confirmed months and a surprising 20 percent said they checked their tyre pressures less often.

Managing Director of Product Management for Trucks at Michelin, Paul Kendrick, said: “Under-inflated truck tyres cost hauliers thousands of pounds in extra fuel and are dangerous as well as uneconomical.” 75 percent of respondents stated they regrooved their tyres whilst 76 percent of hauliers questioned said that fuel consumption did not affect their choice of tyre.

Kendrick added: “On average, it is possible to get an extra 25% life out of a tyre through regrooving.” Rival tyre company Bridgestone confirmed that a combination of the correct choice of tyre and the right tyre management programme would make a ‘big difference’ to an LGV fleet performance and costs.

A spokesperson for Bridgestone said: “Fuel costs comprise around 21% of a long distance fleet’s total costs. Running a tyre at incorrect pressure such as 6 BAR instead of 9 BAR will increase fuel consumption by 14%. Tyres under-inflated by 20% will also lose around 25% of their tyre service life.”

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The FTA (Freight Transport Association) has stated it believes the HGV ban proposed in the Cotswolds is unworkable.

Gloucestershire County Council is proposing a Lorry Management Zone in the Cotswolds to restrict any commercial vehicles over 7.5 tonnes.  The FTA believes this ban will neither produce any benefits nor should it be introduced. 

The FTA went on to state that the ban would not reduce the movement of goods vehicles to any significant degree in the area, but would instead raise expectations for the public that would not be achieved.

The proposal seeks to ban HGV’s from an area bounded between the M5 and the A429.

Stephen Kelly, the FTA’s Head of Policy for the West of England, said:

“The proposed ban is a complete muddle and a bureaucratic waste of time. It constitutes potential inconvenience and increased costs to lorry operators, and risks raising the expectations of local residents without being able to deliver any benefits.

“The scheme attempts to ban the movement of commercial vehicles but, given that it provides an exemption for those that are loading or unloading within the defined zone, will only impact on the limited numbers of lorries making through journeys. The council acknowledges that the principal road affected by the ban, the A46, carries only 90 HGVs each day - just 3.75 vehicles per hour, a figure which most reasonable people would regard as trivial on an ‘A’ class road. The council also says that the ban will result in the reduction of this figure to 57 vehicles per day - that is to 2.37 vehicles per hour.

“It is unlikely that residents or visitors are actually going to notice this reduction. However, the combination of additional costs to those transport operators who are affected, the costs of signing and advertising the scheme itself, and the seeming absence of any safety benefits, makes implementation of the scheme a nonsense. High cost lorries do not run around for fun - especially with the current price of fuel! Those vehicles are working for the benefit of industry, retailers, farmers and consumers.

“Vehicles that are not collecting or delivering goods within the zone would be obliged to take a longer route in order to circumvent the ban, resulting in longer journey times, increased fuel consumption and greater costs - all with virtually zero benefit to the environment and the community.

“This ill thought out scheme should be scrapped right now. FTA will be happy to engage with Gloucestershire County Council in order to identify realistic options for relieving the impact of lorry operations overnight. But this present scheme is a loser - a total waste of time and money.”

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