New transport minister tops the bill at CV Forum 2013 25 October 2013

New transport minister Robert Goodwill, who delivered the keynote at this week's (22 October 2013) Commercial Vehicle Forum 2013 at the British Museum, is the proud possessor of a Volvo F10 and a former technician.

After this chummy, if wooden, start, Goodwill told the gathered great and good that the Coalition understands the importance of the transport sector and is right behind the industry.

He pointed to the DfT's longer semi-trailers trial and the low carbon trucks scheme – under which well over 300 HGVs, mostly dual-fuel, and CNG/LNG gas refuelling stations are being funded – as well as the late extension of its low carbon strategy to include heavy vehicles.

He also reminded delegates that fuel duty has now been frozen for three and a half years, while VED, too, has remained unchanged for HGVs.

And he insisted that services from the UK type approval authority VCA (Vehicle Certification Agency) will not be impaired by its transfer, and that the IVA (individual vehicle approval) scheme will continue to function, with VOSA capacity being bolstered.

The CV Forum itself, which ran in a 'Question Time' format, chaired by Justin Webb, of the BBC's Today programme, focused on two key issues: achieving world-class business efficiency; and how UK operators can set a benchmark for Europe.

Panellists included: Beverley Bell, senior traffic commissioner; Henry Foy, the FT's automotive correspondent; Giles Margerison of TomTom Business Solutions; Laura Moran, commercial vehicle director for Hertz UK; and David Weller, transport manager for WH Smith.

Discussions were wide ranging, but among points raised were the issues of: out of hours deliveries, with panellists agreeing that SMEs need to work with the big boys to lobby government and local authorities on the benefits of, improving the efficiency of logistics, and reducing congestion and emissions.

"The technology is there," stated Margerison. "We are using the road infrastructure very inefficiently." Telematics are part of that, he insisted – a point confirmed by Weller, who said that, in his experience the 'hard' benefits alone demonstrate and ROI "within six months".

Moving on to technologies to watch, Margerison suggested driverless trucks and, again, telematics and associated vehicle behaviour sensors, along with planning and scheduling systems, which, he said need integration. For Weller, when the current reams of data can be boiled own to actionable information, efficiency will improve.

Hybrid and electric vehicles, meanwhile, although mostly not yet feasible for the bulk of transport, must be watched as new battery and electric motor technology – for example, from Formula One – overcomes the current cost and weight issues.

However, as DAF managing director Ray Ashworth pointed out, had the truck manufacturers been able to spend their R&D bucks on alternative technologies (flair and innovation"), instead of being forced to respond to tightening emissions regulations, things might have been different.

What of promoting UK standards into Europe? Stating that the industry is perceived, in her view wrongly, as being "male, pale and stale," Bell suggested that the industry needs to do more, both to professionalise and to improve its PR.

Did that mean more legislation? Thhe vast majority of delegates and panellists alike agreed that, given the parlous state of LCV MOT statistics, vans specifically may yet need regulation similar to that imposed on 3.5 tonners and above.

And while Bell doubted the appetite for that in any government wedded to deregulation, she challenged the industry to consider what would happen if regulation were to be extended down to 2,2 tonnes.

As Moran put it: "Drivers may be entitled, but that doesn't make them qualified to [drive and operate] vans. She gave the example of the FTA's Van Excellence scheme as a useful benchmark.

As for the big one – commercial vehicle maintenance legislation – the IRTE's John Parry asked, given that there are no regulations governing technicians or workshops, how can the UK be a beacon for Europe?

Bell nodded vigorously, stating that the traffic commissioners and VOSA are behind the voluntary irtec technician licensing and IRTE Workshop Accreditation schemes.

Acknowledging that the UK has much to offer, given the relatively slack vehicle inspection regimes across much of continental Europe, the expert panel agreed that regularly tested qualification and continuous professional development, through the existing institutions, should perhaps be mandatory – but should in any event be led by market forces.

Established last year by CV Show partners SMMT (the Society of Motor Manufacturers and Traders), RHA (Road Haulage Association) and IRTE Services, the 2013 CV Forum...

Author
Brian Tinham

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