More Hurdles for London Truck Operators & Dealers Buying a Used Truck

Before I get the stepladders out to get on my high horse, it’s worth mentioning that I am a cyclist and pedestrian who lives in London. I therefore understand the issues that TfL are trying to address in bringing in and subsequently enhancing safety standards for trucks in congested areas.

However, now I have had the time to mount my trusty steed, I have to say that there should be some flexibility in the way that the scheme is managed and enforced for those occasions that do not fit the perfect day to day truck operating scenario.

Let’s use an example to illustrate why I find myself sitting atop this horse.

Scania City Safe Window
The P-series cab has the ability to achieve a 3-star Direct Vision Standard (DVS) rating when equipped with Scania’s City Safe window

A Hypothetical Example – London Truck Operator

I am a truck operator based inside the DVS/ULEZ zone. This is where my customers are and I own a property and have long leases on others in the zone.

I run 15 trucks and like to buy three-year-old used examples. Since most new trucks today do not meet the minimum three star DVS standards, there is little point in spending the extra money.

So, I buy three 18 tonners from an auction in the Midlands where they have spent their whole lives. Now, these trucks have been well looked after and have long MoTs and were operating perfectly legally and safely around the Midlands for the first three years of their lives.

Now, to get these trucks to my premises I need to enter the DVS zone. Of course, the vehicles do not have the most up to date DVS kit fitted as they have never operated in London.

So, my options are

  1. Take a detour to somewhere (that is not in London) to have these trucks fitted with the kit and completing the necessary paperwork
  2. Pay the £550 per truck (reduced to a mere £275 if paid within 14 days).

This is a scenario where a one-off dispensation would make sense – for exxampe if an operator has a base inside the DVS zone, they are permitted one exception per vehicle per year. These trucks are totally legal, roadworthy and paid up and able to operate without penalty just a few miles away. They are not deathtraps, so offering a small dispensation would not be the downfall of TfL’s safety ambitions.

The problem is worse if you are a truck dealer in London.

A Second Example – London Truck Dealer

Now, let’s consider another case: a truck dealer operating inside the DVS zone.

I have a lot of customers inside the zone, so I understand that I will have to fit the DVS kit prior to selling them a vehicle. Not our first rodeo, as we have successfully navigated the transition through the LEZ and other emission-based rules and regulations.

However, I buy trucks from all over the country, , sell them nationwide, and even export them overseas.

The issue? To prepare the trucks for sale and showcase them to prospective customers, I must bring them into my premises, which is located inside the DVS zone. Most of these trucks will never need the DVS kit, as they are destined for locations outside London.

Only last week, 12 trucks were bought by a Scottish company and will never set a wheel in London ever again. To get them in and out, however, the kit must be fitted and the online forms completed.

This is a waste of effort, time and money and makes me a lot less competitive than other dealers who don’t have to jump through these hoops.

Just put the trucks on trade plates?

You would think that this is exactly the type of exemption that operating with trade plates should help you with.

No, they do not help you.

It matters not that the truck is not being used for hire and reward and will only be on the road for absolute minimum of time, a fine will still appear even if using trade plates.

Interestingly, if the truck is a new, unregistered one, then trade plates are fine on their own. If the truck has a registration plate, you may not use the trade plates to cover them up, so the TfL cameras can still snap you and send you the bill.

A Short-Term Issue?

Ultimately, all new trucks will meet the minimum DVS requirements, but this is still some way off. With the average age of the UK truck fleet of about 8 years, this issue will not disappear tomorrow.

The Answer?

A simple solution would be to allow exemptions for trade plates in both scenarios. After all, most vehicle deliveries—whether bought by a dealer or operator—are conducted under trade plates.

Transporting 18-tonne box trucks on low-loaders just to bypass DVS rules is not a safer solution. A 44-tonne, 16.5-metre articulated truck carrying an overheight load poses a greater risk to pedestrians and cyclists than a modern 18-tonner traveling under its own power.