Spotlight on a policy manager – what’s the outlook for London?

It’s a challenging, yet exciting time for policy in London. It’s been 10 years since the 2012 Olympics, which really raised the profile of logistics in the capital. Several years of planning went into ensuring London kept functioning with the influx of people, delegations and athletes combined with restrictions on roads, and it gave the freight industry a platform to build on for the future.

As with many cities, the big political priorities in London right now are air quality, net zero, congestion and road safety. There are a number of policy considerations in the pipeline for London, with varying effects on logistics in the short, medium and long term.

In the short term, there are plans to expand the ULEZ with a requirement for all vehicles to be Euro 6 diesel and Euro 4 petrol compliant from August 2023. This will affect van operators and private car drivers, but HGVs are already complying with the new proposed legislation. We are waiting on the outcome from the recent consultation for the full plans.

We support the need to clean up London’s air but equally recognise the challenges these changes pose to the logistics industry. We are working to ensure Transport for London (TfL) fully understands the implications for freight businesses, particularly smaller ones, such as the impact on where they are located and the cost of replacing or upgrading fleet vehicles.

By the end of the decade, there will be a review of road charging in London, with TfL planning to expand the charging zone. We’re pushing the point that freight has to be treated fairly, recognising its essential nature in the city centre. Businesses are already operating on tight margins and increasing the cost of doing business in London will mean they have to pass this on to consumers.

We are in the early consultation phase which means we have the chance to influence and shape the proposal. We will be working with members through Freight Councils to ensure we put forward the different needs of users with evidence.

Looking to the medium term, we are expecting a consultation on the next phase of the Direct Vision Standard (DVS), which was introduced in March 2021. DVS applies to HGVs over 12 tonnes coming into Greater London and requires vehicles to get a safety permit based on their star rating or additional safe system to protect vulnerable road users. While currently requiring a minimum of one star, from 2024, there is a proposal for a minimum of three stars, or a progressive safe system with additional equipment.

Loughborough University, which originally developed DVS, is doing a review of the safe system with manufacturers and our members to develop the progressive system. I know there is lots of member interest in the specification to be able to apply to new vehicles, and I encourage members to respond to the consultation when it is published later in the year, and we will also be seeking members’ feedback through Freight Councils.

Looking to the long term, we have to consider and explore the opportunities modal shift can bring. London has a big, underutilised river which has potential to increase its lighter freight capacity. DHL has a service that brings cargo from Heathrow into London by river, with the last mile by cargo bike. Although not without its challenges, it’s initiatives like this that can help towards achieving net zero, reducing congestion and improving reliability.

While there will always be a need for road transport, it’s exciting to look into different, innovative ways to move freight and improve the commercial viability of the Thames. I’d like to see more opportunities for retiming some of the deliveries, which we tested during the Olympics, to deliver into the capital. While there is no silver bullet when it comes to resolving logistics challenges, Logistics UK will always look to reduce the regulatory blockers and find ways to do things better.

*www.logistics.org.uk/urban

Published On: 18/08/2022 16:00:15

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