The clocks go back one hour at 2am on Sunday 25 October. The mornings will be lighter for a few weeks, but the afternoons will get dark much earlier.

On Saturday, the sun sets in Whitstable at 5:44pm. On Monday, it sets at 4:40pm. By the middle of December, the sun will set before 4pm.

Why the late afternoon matters

Department for Transport figures for 2024 show that on weekdays:

• the peak time for pedestrians killed or seriously injured is 3pm to 6pm
• the peak times for cyclists killed or seriously injured are 7am to 10am and 4pm to 7pm

From Monday, much of the afternoon peak will be at dusk or in the dark. As the weeks go on, more children will be walking home from school, and more people will be walking and cycling home from work, in poor light.

In 2024, 409 pedestrians and 82 cyclists were killed on the roads in Great Britain.

The Highway Code says that the people in charge of vehicles that can cause the greatest harm in a collision have the greatest responsibility to take care. This applies to van drivers.

What we do

Daily checks. Every morning, before they set off, our drivers carry out a walkaround check of their van. The checks come from FORS, and drivers tick them off on an app on their phone. They cover the lights, the windscreen and wipers, the mirrors, the tyres and the fluid levels under the bonnet, and the driver looks for anything hanging off, damaged or missing. Any fault is reported through the app. In the darker months, working lights and wipers, and an undamaged windscreen and mirrors, help our drivers to see and to be seen.

Driver training. As a FORS Silver operator, our drivers must complete approved training on road risk at least every five years. This training covers the safety of people walking and cycling. We renewed our FORS Silver accreditation last week. You can read more about our FORS Silver accredited courier services.

Tracking. Our vehicle tracking system shows us how each van is being driven, so we can spot problems and deal with them.

Care in London. Much of our work is in London, where there are more people on foot and on bikes. Our drivers take extra care at junctions, at crossings and when they stop to make a delivery.

Simple steps for every driver

1. Turn your lights on early. The Highway Code says you must use your sidelights between sunset and sunrise, and you should use dipped headlights at night in built-up areas and in dull weather.
2. Keep your lights, windscreen and mirrors clean. Winter roads make them dirty quickly.
3. Slow down near schools, bus stops and shops in the late afternoon.
4. Look out for people walking and cycling, especially at junctions and when you turn.
5. Check before you open your door. Use your mirrors and look over your shoulder. The Highway Code suggests opening the door with the hand on the opposite side, so that you turn and look behind you.

A request for our customers

If we collect from you or deliver to you after dark, please make sure your loading area and the route to it are well lit. If your opening hours or site hours change for the winter, please tell our control team, so we can plan your collections and deliveries.

You can contact our control team on 01227 773030 or at control@invictacouriers.com, Monday to Friday, 7am to 5pm.

Stay safe on the roads this winter.

Sources: Department for Transport, pedestrian factsheet 2024 and pedal cycle factsheet 2024; The Highway Code, rules H1, 113, 115 and 239; FORS Standard. Sunset times are for Whitstable.

Between April and June this year, the Driver and Vehicle Standards Agency (DVSA) checked 1,258 vans and issued prohibitions to 890 of them. That is 71%. It also weighed 1,080 vans, and found that 742 of them, or 69%, were overloaded. (Source: DVSA’s vehicle enforcement data for Great Britain.)

A prohibition means a van must not be used until a defect is put right, either straight away or within a set time. For a business waiting on a delivery, that can mean goods stuck at the roadside and a missed delivery slot.

October is Tyre Safety Month, and tyres were the most common problem DVSA found. Here is what the figures mean when you choose a courier, and the checks we make on our own vans.

What the figures show

DVSA does not check vans at random. It targets vehicles it has reason to check, so these figures do not describe every van on the road.

Even so, the gap between vans and lorries is clear. In the same three months, DVSA issued prohibitions to 27% of the lorries it checked, and 25% of the lorries it weighed were overloaded. Vans were more than twice as likely to be given a prohibition, and more than twice as likely to be overloaded.

Part of the reason is the rules. A lorry needs an operator’s licence and an annual test from its first year. A van up to 3.5 tonnes needs no operator’s licence for work in the UK, and its first MOT is not due until it is three years old. So the standard a van is kept to depends largely on the business that runs it.

Tyres: the most common defect

More than one in five of the vans DVSA inspected at the roadside had a tyre defect serious enough for a prohibition.

Tyres are the only part of a van that touches the road. For cars and vans up to 3.5 tonnes, the legal minimum tread depth is 1.6mm across the central three-quarters of the tyre, all the way round. Each illegal tyre can bring a fine of up to £2,500 and three penalty points.

For Tyre Safety Month, the road safety organisation TyreSafe is asking drivers to check three things: air pressure, condition and tread.

How we keep our vans on the road

• A check every morning. Before they set off, our drivers do a walkaround check, using an app on their phone to tick off each item and report any problem.
• Our own workshop. We carry out much of our servicing, maintenance and repair work in-house, so faults are put right quickly.
• FORS Silver. Our accreditation requires documented maintenance, planned inspections and evidence that the work has been done.
• Seasonal checks. Our autumn changeover checks tyres for tread, pressure and cracking in the sidewalls, along with batteries, lights and wipers.
• Smooth driving. Our tracking system shows harsh braking and acceleration, and we use it to coach drivers. Smooth driving is safer, and it wears tyres and brakes more slowly.

Overloading: why we ask for weights

A 3.5-tonne van cannot carry 3.5 tonnes. The 3.5 tonnes is the most the van may weigh in total, including the van itself, the driver, the fuel and the load. The weight it can carry is much less, and it varies from van to van.

An overloaded van takes longer to stop, wears its tyres faster and is harder to control. If DVSA finds one, it can stop the van from going any further until the extra weight is removed.

That is why we ask for the weight and size of your goods when you book. It lets us send a vehicle that can carry them legally and safely.

Questions to ask any courier

Whoever you book, these questions are worth asking:

• Do your drivers check their vehicles every day, and is the check recorded?
• Who maintains your vehicles, and how often are they inspected?
• Are you FORS accredited?
• Will you ask for the weight of my goods before you send a vehicle?

Book a delivery

We run vans and Lutons up to 3.5 tonnes gross weight for same-day deliveries across Kent, London and the UK, including FORS Silver deliveries to construction sites.

Our control team takes new enquiries Monday to Friday, 7am to 5pm, on 01227 773030. You can also email control@invictacouriers.com.

On 2 October the RAC reported that the average price of diesel in the UK had reached 200.01p a litre. It is the first time diesel has cost more than £2 a litre, and it beats the previous record of 199.09p, set in June 2022.

We cannot control the price of diesel, but we can control how much of it we use. Two weeks ago, when diesel was close to its record, we explained how we do that. Now that it has passed £2, every one of those steps matters more than ever.

Why diesel has risen

At the end of February, diesel cost 142.38p a litre. It now costs almost 58p a litre more, a rise of about 40% in seven months. The RAC links the rise to the conflict between the US and Iran, which began at the end of February and has disrupted oil shipments through the Strait of Hormuz. It has warned that prices could rise further.

Fuel duty will add to this. It is currently 52.95p a litre, and the government has frozen it until the end of 2026. On 1 January 2027 it will rise by 3p a litre, the first increase since 2011, and the rest of the temporary 5p cut is due to be removed by 1 March 2027.

Why every mile matters more now

For a van that does 30 miles to the gallon, fuel now costs about 30p a mile. At the end of February it cost about 22p a mile. So every mile saved is now worth about 40% more than it was in February.

You can work out the fuel cost of your own routes with our journey cost calculator.

What we are doing to use less fuel

• Coaching our drivers. Our tracking system shows harsh acceleration, harsh braking, speed and idling alongside fuel use. We use it to coach drivers, not to catch them out. Smooth driving uses less fuel.
• Measuring fuel use. Our FORS Silver accreditation requires us to record fuel use, set targets and keep improving. Catherine Forward, our FORS practitioner for fuel efficiency and low emissions, is responsible for this work.
• Maintaining our vans. Our own workshop keeps the fleet maintained. Tyre pressures, servicing and our seasonal checks all affect how much diesel each mile needs.
• Planning the miles. Our work ranges from long motorway runs to deliveries across London, and each needs a different plan. We match the right vehicle to each job.
• Trialling electric. We are trialling a fully electric van. On the jobs it can do, its running costs are not tied to the price of diesel.

How you can help

Every mile we do not drive saves fuel. These steps help us cut wasted miles:

• Book ahead where you can. It gives us more options when planning a route.
• Tell us about every drop when you book. One van making several drops uses less fuel than several vans making one drop each.
• Give us accurate load details. We can then send the right size of vehicle for the job.
• Make sure someone can receive the goods. If a delivery cannot be completed, the van makes the journey twice. Give us the site contact, the opening times and any booking reference.
• Tell us about any goods coming back. If we know about a return load when you book, we can plan both journeys together.
• Allow flexible delivery times where you can. It helps us avoid the most congested times of day.

Talk to us early

Whether you need a same-day courier for one urgent job or regular contract deliveries, talk to us early about your plans. We can look at how your deliveries are planned and where miles can be saved.

Our control team takes new enquiries Monday to Friday, 7am to 5pm, on 01227 773030. You can also email control@invictacouriers.com.

On 23 September the RAC reported the UK average price of diesel at 197.31p a litre. That is 1.78p below the all-time record set in June 2022, and almost 55p a litre more than at the end of February. The RAC does not expect it to fall back soon.

For a courier company, diesel is not a side cost. It is one of the largest costs in every job we run, and neither we nor our customers can control its price. What we can control is how much of it we use.

How our vans are driven

The biggest saving comes from the driver’s seat. Our tracking system shows harsh acceleration, harsh braking, speed and idling alongside fuel use. We use that data to coach drivers, not to catch them out. Smooth driving uses less fuel, is safer and causes less wear on the vehicle. Our FORS practitioner for fuel efficiency and low emissions, Catherine Forward, is responsible for this work.

Keeping the vehicles efficient

A van that is poorly maintained uses more fuel. Our FORS Silver accreditation requires us to record fuel use, set targets and keep improving. Tyre pressures, servicing and the checks in our seasonal changeovers all affect how much diesel each mile needs.

Planning the miles

Our work ranges from long motorway runs to deliveries across London, and each needs a different plan.

Looking further ahead

We are trialling a fully electric Renault Master. Most of our work is still too far for it. But on the jobs it can do, its running costs are not tied to the price of diesel. We explain why we took it on in our post about the electric van trial.

Why a fuel surcharge is sometimes needed

We absorb as much of the increase as we can, and the steps above help. But when the price of diesel rises by more than a third in seven months, efficiency alone cannot cover it. That is when a fuel surcharge has to be part of our pricing.

What helps keep your costs down

• Booking ahead gives us more options when planning a route.
• Accurate load details mean we can send the right vehicle for the job.
• Flexible delivery windows help us avoid the most congested times.

In 30 years we have seen fuel prices rise sharply before, most recently in 2022. Our approach has not changed: use less fuel, be open about costs, and talk to customers early. If you would like to discuss how fuel costs affect your deliveries, please get in touch.

The weather has finally turned, and for most people the summer is simply over. For a courier fleet it is not that simple. A long, hot summer leaves its mark on a vehicle, and the damage tends to reveal itself in the first cold, wet weeks of autumn.

Heat is hard on batteries. Sustained high temperatures accelerate internal wear, but a weakened battery will usually keep starting a warm engine without complaint. The first cold morning is when it fails, and it fails in a customer’s yard with a load already on board.

Heat is hard on rubber, too. Wiper blades bake and harden through the summer, then get their first real test in an October downpour. Tyre pressures fall as the temperature drops, so a pressure that was correct in July is low by now. On our refrigerated vehicles, the door seals matter more than anything. Those seals hold the cold in, and UV and heat are exactly what degrades them.

So our autumn changeover is a proper piece of work, not a quick glance around the vehicle. Batteries are load tested rather than eyeballed. Tyres are checked for tread, pressure and any heat-related cracking in the sidewalls. Lights are inspected across the whole fleet, because we are about to use them for most of the working day. Wipers are replaced as a matter of course. Fridge units, which have just come off their hardest three months of the year, are checked and recalibrated, and every door seal is inspected.

This is where our FORS Silver accreditation earns its keep. FORS requires documented maintenance, planned inspection schedules and evidence that the work is actually done, not just intended. It means a seasonal changeover like this is a defined process with a record behind it, rather than something we get to when the workshop is quiet.

The drivers matter just as much as the vehicles. Autumn changes the job. Low sun at commuter hours is blinding, particularly through a windscreen that has a summer’s worth of dust and dead flies on it. Wet leaves reduce grip. The first heavy rain after a dry spell lifts months of oil and rubber off the road surface and makes it genuinely slippery. Our drivers cover a mix of long motorway runs and dense London work, and each of those presents a different version of the problem.

We monitor driving behaviour through our tracking system all year round, and autumn is when we pay closest attention to it. Harsh braking and late braking are the things to watch as conditions worsen, and the data lets us have a specific conversation with a driver rather than a general one.

None of this is glamorous. It is the reason your consignment arrives on time in November, and it is the difference between a fleet that is maintained and a fleet that is repaired.

There’s a version of courier work that looks fast: hard acceleration away from every junction, late braking, engine running while the paperwork gets signed. It feels urgent. It is almost never quicker, and it costs everyone involved — the vehicle, the driver, the customer and the road.

Driving behaviour is one of the few areas in logistics where doing the right thing lines up exactly with doing the cheap thing. Smooth driving is safer, it’s greener, it wears the vehicle out more slowly, and it uses less fuel. There’s no trade-off to manage. So we treat it as part of how we operate rather than as an initiative that comes round once a year.

Two very different jobs, in the same week

Most of what we carry is a single consignment or a handful of drops — typically between one and seven. What varies enormously is the road.

One day it’s a long motorway run north, where the whole game is steady speed, anticipation and not burning fuel fighting the gradient. The next it’s central London, where it’s stop-start, tight, full of cyclists and pedestrians, and where the skill is patience and observation rather than progress.

Those two environments reward almost opposite instincts. A driver who’s spent three hours on the M20 has to change gear mentally as well as physically when they hit the North Circular. That switch is where risk lives, and it’s a big part of what our training and monitoring is actually for.

What changes when driving improves

The fuel is the obvious one. Industry research generally puts long-term savings from eco-driving training at around 6%, while aggressive driving can raise consumption by 15–30% at higher speeds. In a fleet our size, the gap between our smoothest and harshest driver on comparable work is real money.

But fuel is only part of it:

• Wear and tear. Brakes, tyres, clutches and suspension are consumed by harshness, not by mileage alone. A vehicle driven smoothly spends more days on the road and fewer in the workshop, which means fewer disrupted collections.
• Safety. The behaviours that burn fuel — late braking, excess speed, poor anticipation — are the same behaviours that cause collisions. Every improvement in one is an improvement in the other.
• Reliability. Fewer breakdowns and fewer incidents means fewer failed deliveries. For a customer with a time-critical consignment, that’s the number that matters.
• Emissions. Less fuel burned is less carbon, and less local air pollution in the places we deliver into — which matters most precisely where we do our densest work.
• How we’re seen. A van with our name on it is a rolling statement about how we run. Courteous driving is marketing that costs nothing.
• Cost. Fuel and maintenance are two of the largest controllable costs in a courier business. Keeping them down is how we keep our pricing sensible, and that benefit lands with our customers rather than staying with us.

How we manage it

FORS Silver sets the framework. Our Silver accreditation isn’t a badge we hang on the wall. It requires us to collect and use data on fuel, emissions and collisions, to carry out driver risk assessments, to investigate incidents properly, and to set targets for reducing road risk and environmental impact. The standard obliges us to measure this and to keep getting better at it, which is exactly why we value holding it.

Someone owns it. Catherine Forward has been our FORS practitioner for fuel efficiency and low emissions since 2021, and holds the FP07 qualification the role requires. That matters more than it might sound. Fuel efficiency is the sort of thing that quietly becomes nobody’s job in a busy transport office. Here it has a name against it, and has done for five years.

Training, then training again. Drivers arrive with a licence and years of experience. What training adds is the specific stuff: reading the road far enough ahead that braking becomes rare, using the vehicle’s momentum, understanding what idling actually costs, and driving safely around vulnerable road users in dense urban traffic. We’d rather run short, frequent refreshers on one topic at a time than one long day a year that has faded by March.

Tracking that coaches rather than catches. Our vehicle tracking shows harsh braking, harsh acceleration, speed and idling alongside fuel use. Used badly, that’s surveillance. Used properly, it’s a conversation: here’s how this month compared with last, here’s the one habit worth working on, here’s what changed when you did.

Two rules make the difference. First, we compare like with like. A day in London will always generate more braking events than a run to Manchester, so the numbers have to be read against the work rather than in isolation — otherwise the driver doing the hardest job looks like the worst driver. Second, we pay as much attention to improvement as to who’s top of the list, because in any fleet the biggest gains come from the middle rather than the front.

And it cuts both ways. When something happens that wasn’t our driver’s fault, the data and the footage are what prove it.

Where we’re going next

• Tightening our idling targets, with a sensible exception for refrigerated work where holding temperature is the job
• Extending incident investigation to near misses and not only collisions, because the near miss is the free lesson
• Building driver performance into how we plan work, so that the right vehicle and the right route reduce the time pressure that causes rushed driving in the first place
• Feeding all of it into our electric van trial. Driving style affects an electric vehicle’s range even more than it affects a diesel’s fuel consumption, so the habits we build now are what will make electric viable for us later

The point of all this

None of this is dramatic. There is no single initiative that transforms a fleet’s driving. It’s a standard to work to, a named person responsible, training that keeps happening, data that somebody actually looks at, and conversations with drivers who are treated as professionals rather than as a problem to be monitored.

The result is vehicles that last longer, deliveries that arrive when we said they would, less fuel burned, and costs we can keep a lid on for the people who book us.

01227 773030 | control@invictacouriers.com

Most of Our Work Is Too Far for an Electric Van. We’ve Taken One Anyway.

This week a fully electric Renault Master joined us on trial. We should say the awkward part first: the majority of the work we do exceeds what this vehicle can cover on a single charge. We knew that before it arrived. We took it anyway.

That isn’t a contradiction. It’s the point.

What we’re actually trying to find out:

The question isn’t “can an electric van do everything we do?” We already know the answer to that. The question is which slice of our work it can do better than a diesel — and whether that slice is big enough to build on.

So over the coming weeks we’re measuring the things that decide it:

• What kind of work suits it, and what job distances are realistic once you account for a real load, real traffic and a real driving day
• Where the rapid chargers on our primary routes actually are, whether a van this size physically fits the bay, and whether they’re working when we get there, and whether there are queues to deal with?
• How much energy we use per mile, and how that changes as the load gets heavier
• What the day feels like from the driver’s seat, which is a different question from what the numbers say

Charging has to fit the driver, not the other way round.

The temptation with an electric van is to plan the route and then find somewhere to charge. That’s backwards, and it costs you the day.

We’re doing it the other way: identifying the high-speed chargers on our main corridors, setting drivers up with accounts on all of them before they need them, and then building routes so the charge stop lands where the driver’s break was going to be anyway. Done properly, the charging time costs nothing — the van fills up while the driver eats. Done badly, you’ve added forty minutes to a job for no reason.

Customer ETAs will be different, and we’d rather absorb that cost than pass it on. An honest ETA on an electric job has to include charge dwell time. That arithmetic is new to us, and getting it wrong means telling a customer 2pm and arriving at 2:40. So we’re working that out on jobs where we control the risk, and every trial job has a conventional vehicle as a fallback. No customer’s delivery is an experiment.

Where this is really heading Two things this trial is quietly building towards. The first is heavier vehicles. Our trial van is a standard 3.5 tonne. Realistically, our future is in the 4 tonne class, where a category B licence now covers zero-emission vehicles up to 4.25 tonnes and the old restrictions on distance from base have been lifted. We can’t gather 4 tonne data from a 3.5 tonne van — but if we log energy use against payload carefully enough, we can build a defensible model of what a heavier vehicle would do, and then test that prediction when we get one. We’d rather forecast from our own numbers than from a brochure.

The second is temperature control, which is a significant part of what we do. We have deliberately not started with a refrigerated electric van. The hard parts of running an EV in this business aren’t the fridge — they’re the charging, the routing, the ETAs and the driver habits. We’re solving those on a simpler vehicle first, so that when we do put a temperature-critical load into an electric van, none of it is new.

We’ll publish what goes wrong too. Some of this trial will not work. A charger will be broken or blocked. A route will turn out to be twenty miles too long. A driver will finish a day less confident than they started it. Those are the useful results, and we’ll write them up as honestly as the good ones.

Thirty years of moving freight out of Kent has taught us that the operators worth trusting are the ones who tell you what didn’t work. We’ll report back. 01227 773 030

It’s Not the Fridge That Keeps Your Load Cold

On a warm August afternoon, the inside of a parked, unrefrigerated van can climb well past 45°C. That’s not a delivery vehicle any more — it’s an oven. For anyone moving food samples, pharmaceuticals, laboratory specimens or fresh produce, summer is when transport stops being a logistics line item and starts being a quality control problem.

The obvious answer is a refrigerated van. But a fridge unit on its own doesn’t keep a load at temperature — it just gives you the means to. What actually protects the consignment is everything built around it.

Here’s what that looks like at Invicta.

1. We pre-chill the van before the job, not during it

A fridge unit switched on at loading is a fridge unit fighting a losing battle. It has to pull down the temperature of the air, the walls, the floor and the load all at once — and the load is the last thing to catch up.

So we bring vehicles down to temperature before they’re loaded. By the time the first item goes in, the load space is already where it needs to be, and the unit’s only job for the rest of the day is to hold it there.

2. Curtains, so the cold doesn’t fall out of the door

Every door opening is a temperature loss. Cold air is heavy — open a rear door and it pours out at floor level while warm air rolls in above it. On a multi-drop run, those losses stack up.

Our refrigerated vehicles are fitted with curtains across the load space. The driver reaches through, the barrier stays largely intact, and the bulk of the cold air stays where it belongs.

3. Drivers trained to treat the door as the weak point

Kit only works if it’s used properly. Our drivers are trained to plan the load so that the next drop is the nearest to the door, to open for as short a time as possible, and to open as few times as possible. It sounds small. Over a full day of deliveries in 30°C heat, it’s the difference between a stable load and a drifting one.

4. Serviced and calibrated — with a hard push before summer

A fridge unit that says -18°C and is actually running at -14°C is worse than useless, because it’s telling you everything is fine. Our fridge systems are serviced and calibrated on a regular schedule, and we deliberately front-load that work ahead of the summer, so the units go into the hottest months of the year at their best rather than being fixed halfway through it.

5. Seals and weak spots, checked

Door seals perish. Gaps open up. It’s the least glamorous item on the list and one of the most important, so seals are inspected as a matter of routine, along with anywhere else in the body where temperature can quietly leak away.

6. Someone is watching it, in real time, from the office

Every item above is prevention. This is the one that catches what prevention misses.

We monitor load temperatures from our control office while the job is running. If a reading starts to drift — a unit working harder than it should, an unexpected delay in the heat, a run of door openings on a difficult multi-drop — the controller sees it while it’s still a trend rather than a failure. They can then get on the phone to the driver, reroute, adjust, or intervene before the consignment is anywhere near out of spec.

The point isn’t the technology. It’s that a problem gets solved at 11:40 with a phone call, instead of getting discovered at 3pm when the doors open at the delivery point. By then, the only thing left to do is write it up.

What the vehicles will do

Across our fleet, the fridge units cover −20°C to +20°C, so we can carry frozen, chilled and controlled-ambient loads. We choose the right van for each job. Where a customer needs two temperatures on one run, we can fit a divider and split the load space — frozen at one end, chilled at the other, one journey and one set of costs.

Thirty years of temperature-critical work

Invicta Couriers has supported food manufacturers, laboratories and pharmaceutical clients across Kent and the UK since 1996. In practice that means running time- and temperature-critical samples to Manchester, Scotland and London hundreds of times a year, frequently at short notice and often outside normal hours. Our drivers are FORS Silver accredited, so the same standards apply whether the delivery is a laboratory in Watford or a controlled site in central London.

Tell us the number

The single most useful thing you can do when booking is give us the temperature range rather than the word. “Keep it cool” means different things to different people. Give us the figure and we’ll match the vehicle, pre-chill it, plan the route around it — and watch it the whole way.

Call Whitstable on 01227 773 030 or Ashford on 01233 611 911, or email control@invictacouriers.com.

We are delighted to congratulate Callum, who has recently completed his Level 3 Diploma in Light Vehicle Maintenance at Canterbury College and joined Invicta Couriers as a full-time, qualified mechanic.

Callum first came to us on work experience, where he gained practical experience alongside our workshop team and developed his skills working on a busy and varied commercial fleet. After successfully completing his qualification, he joined us full time last month and is now helping to maintain and repair our fleet of more than 50 vehicles.

Operating our own workshop is an important part of the service we provide. By carrying out much of our vehicle servicing, maintenance and repair work in-house, we can keep a close eye on the condition of our fleet and respond quickly when work is required.

Our vehicles cover thousands of miles while carrying out deliveries throughout Kent, London and across the UK, so reliable maintenance is essential. From smaller vans to larger specialist vehicles, every part of the fleet must be kept safe, dependable and ready for work.

Callum’s journey from work experience student to qualified mechanic also reflects our commitment to investing in young people and developing the skills our business will need in the future.

Congratulations, Callum, on completing your qualification and becoming a valued full-time member of the Invicta Couriers team. We look forward to seeing you continue to develop your skills and play an important role in keeping our fleet moving.