The Government has vowed to legislate to make it easier for fleets to operate zero-emission vans weighing 3.5 to 4.25 tonnes.

The pledge was made in its response to a consultation on regulations related to annual vehicle testing, drivers’ hours and tachographs, and speed limiter devices for zero-emission vans, which was launched in December 2024. 

MOT changes agreed

From the responses received, the Department for Transport (DfT) says there is a clear view that the existing system of roadworthiness testing for 3.5 to 4.25-tonne zero-emission vans is a significant burden for vehicle operators and is therefore likely to act as a barrier to their adoption.

The benefits of moving these vehicles into the class 7 MOT system were agreed on by many respondents. However, some risks of moving to a different system were also noted.

Some respondents suggested that both the reduced frequency of the test and the shift into class 7 MOT, coupled with these vehicles being (in some cases) intensively used would lead to worsened road safety.

However, the additional safety features on these vehicles, their predominant use as part of professional fleets and the unchanging obligation to maintain vehicles in a roadworthy condition were also raised to support the argument that the road safety impact would not be significant.

Data provided to DfT by operators, with fleets containing a mix of 3.5 to 4.25-tonne zero-emission vans and internal combustion engine (ICE) equivalents up to and including 3.5 tonnes, shows no increase in collision rate for the heavier zero-emission vans (although it does not show whether this is due to altered driver behaviour, additional safety features or other factors).

Having considered the responses provided, the DfT says it will introduce legislation to move 3.5 to 4.25 tonne zero-emission vans into scope of the class 7 MOT testing system (without adding features from the HGV test into the class 7 MOT), with a first test three years from first registration (and then annually).

A post implementation review of that legislation will be conducted to assess its impact and will be used to assess any future evidence of whether the changes to the roadworthiness testing system lead to a deterioration in road safety (by comparing collision rates before and after the switch to class 7 MOT testing) and, if so, whether the legislation should be amended or revoked.

The number of 3.5-4.25-tonne zero-emission vans failing the class 7 MOT and roadside prohibition rates could also be monitored, to provide evidence of whether the condition of vehicles changes significantly.

Tachograph rules for 4.25-tonne electric vans

The consultation also sought views on proposals to alter the drivers’ hours and tachograph rules which apply to these vans.

At present, they fall into scope of the assimilated drivers’ hours rules and therefore the assimilated tachograph rules.

However, there is also a national derogation covering electric, natural gas or liquified gas powered goods vehicles weighing up to 7.5t (inclusive) used to transport goods within a 62-mile (100 kilometre) radius of their base (in this case, the GB rules apply instead).

A majority of respondents were supportive of the proposal to move them into scope of the GB drivers’ hours rules, with the greater simplicity, flexibility and uniformity with equivalent ICE vans all likely to be beneficial to those using these vans, supporting their uptake.

While there were concerns from some respondents about this change leading to drivers working excessively, no data was provided in support of this view and the DfT says it is notable that drivers are permitted to work up to 13 hours a day under the assimilated rules, compared to 11 hours in the GB rules (with a 10-hour driving limit).

Based on the potential for clear benefits for users of these vans, DfT says it will explore options for moving these vans from the assimilated drivers’ hours rules, into scope of the GB rules.

As with the roadworthiness proposals, legislation will be required to implement this change to drivers’ hours rules.

Speed limiters

Views on the speed limiter rules which apply to 3.5 to 4.25-tonne zero-emission vans were also investigated.

At present, these vans must be limited to 56mph by built in speed limiters.

As with the responses received to the questions about drivers’ hours and tachographs, no quantitative data was received as to the effects of removing the requirement for speed limiters.

A majority of respondents felt the speed limiter requirement should not be removed and that it does not act as a barrier to take up of heavier zero-emission vans.

Most respondents who viewed speed limiters as a barrier to adoption identified both the fitting and maintenance of the speed limiter and the speed limit imposed as barriers.

While the potential road safety effect of removing the speed limiter is understood, this could only lead to a significant increase in speed travelled when driving on a motorway.

Altering the additional regulatory requirements that apply to these vans for some (but not all) areas of regulation would also create a small group of vehicles with niche requirements, potentially leading to confusion and undermining the intention for regulatory consistency at the 4.25-tonne threshold, the DfT reports.

Before implementing any changes to speed limiter requirements, it says that a further targeted consultation containing specific proposals for alterations to speed limiter rules would be required.

This further consultation could gather more information about the road safety effects of removing the speed limiter requirement and whether maintaining it while altering other rules (on roadworthiness and drivers’ hours as proposed in this consultation) would undermine the intention to make it easier to use 3.5-4.25-tonne zero-emission vans.

This latest DfT announcement comes after it laid secondary legislation before Parliament in February to enable Standard category B licence holders to be able to drive zero-emission vehicles up to 4.25 tonnes, broadening the flexibility to cover all vehicle types, beyond goods vans. 

Accounting for the additional weight of the vehicle’s batteries, the rule change applies to vans, minibuses, SUVs, trucks, and any vehicle that can be driven up to 3.5 tonnes if they are petrol and diesel. 

The additional five-hour training requirement for drivers was also removed, with the changes becoming law in June. 

Further information: Changes to electric van MOTs, tachographs and speed limiters announced | Van News