S ince1985 all trucks entering London at night have had to
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abide by the London Boroughs' Transport Scheme, which is better known as the London lorry ban. It excludes HGVs from the capital at nights and weekends to protect the environment for Londoners. Those that are allowed to enter must follow defined routes.
The ban was in the news recently when Exel found itself on the wrong end of a Traffic Commissioner's judgement, which said 69 breaches of the ban in two-and-a-half years would lead to a cut in the company's licence (CM 11-17 Jan).
Exel argues that many of these were the result of human error— drivers simply taking a wrong turning on unfamiliar turf—or of having to alter routes because of roadworks, lack of access or restricted turning space.
John Parry, Exers director of engineering, says the company's vehicles make 2,000 visits to London every week: "The reason we are in London is because of the demands of the citizens. There is no Leeds lorry ban or Liverpool lorry ban; London is the only place it is formalised."
Retail parks
Somerfield stores, for example, tend to be in inner-city areas rather than out-of-town retail parks. "The London Boroughs' Transport Scheme is an expensive issue for us," Parry continues. "We take all reasonable precautions, but they have no flexibility; it's an absolute offence to them. And people should have to lay out clearly what the principle of the ban is: there is no real rhyme or reason about some of the routes—it is not blindingly obvious."
John Guttridge, the Freight Transport Association's regional director for London and the South-East, says the FTA has no argument with the aim of excluding vehicles which have no business in London; but he argues that this is different from "an agency driver, perhaps not familiar with the territory, who turned left at traffic lights instead of right and got a couple of miles further than he should have done. You have to get a perspective on it; [Exers] were all for minor breaches".
Yet for that, Parry says: "We received some fairly bad publicity and incurred an excessive fine. These convictions cost us up to L1,000 a shot."
There may be some reason for optimism, however: London has a mayor for the first time, and it looks as if Ken Livingstone is serious about having a grownup transport debate. His draft transport strategy was published in January, and interested parties have until 30 March to have their say.
The results of the review are due to be released in mid 2 ooz when, at last, the lorry ban will be judged in the context of a wider transport strategy for London that includes freight.
The Association of London Government (ALG) transport and environment committee, which administers the ban on behalf of the 33 London boroughs, is cautious, however. It is quite happy with the notion of rewarding those hauliers who use the most modern, low-emission, low-noise vehicles; perhaps by giving them fewer restrictions.
Yes, the ALG is keen to marry environmental concerns with the needs of commerce (which could indicate a willingness to make changes), but stresses that such thoughts "need to be addressed at a higher level as part of an overall review of freight".
In other words, it ain't broke, so they're not going to fix it, unless they're forced to.
And a spokesman suggests that if the 5 ookm of the capital's roads over which the mayor has jurisdiction were to be aligned with the roads exempt under the London lorry ban, "all hell would break loose: people could cross
London however they wanted".
Guttridge says: "I am very happy that the mayor's strategy recognises the need to assess the ban. I'm not going overboard and saying you can wave a magic wand, but it is the boroughs' ban and not the mayor's ban, so he might say: 'A plague on your houses, I'm not having these bans on my roads any more.– And he might not, of course. In any case, it is by no means clear that Livingstone has the power to force through major changes.
Traffic order
So what of other UK cities? Do they have anything comparable to the capital's ban? The short answer is no. As Guttridge says, the London lorry ban is "the only traffic order in the country that has its own enforcement staff".
CM talked to operators in Leeds, Birmingham and Glasgow to gauge their reactions to restrictions in their own areas. Gerry Field of Dudley-based JJ Field says there is no difficulty operating in Britain's second city: "We never have a problem, to be honest, though the centre of Birmingham is a bit of a pain around the Bull Ring."
This is due to roadworks rather than restrictions, however. The company tries to avoid London, and even if it does have to send vehicles there they don't arrive until after o9:oohrs.
Further north, a spokesman from Cadzow Heavy Haulage in Glasgow agrees it is nothing like hauling in London. "Up here's always been good like that," he says. "It's 'suit yourself." Of course Cadzow's abnormal loads business carries its own raft of restrictions, but nothing as controversial as the London ban.
Ironically, the only time Leedsbased Meakin Transport is able to enter London at night is when it is carrying its own abnormal loads. "It makes a bit of a nonsense of the ban," says director David Blaker.
After all, as Guttridge points out, under the ban the journey from New Covent Garden market to Spitalfields is at present 35 miles rather than ii. "It is still a nonsense, enforced in a stupid and insensitive way," he says. "Is what was right r6 years ago right today?"
One disgruntled haulier has a suggestion that might appeal to many hauliers hit by the ban: "Shall we leave it in pallets on the M25 and say 'help yourself'?"