Government Promises MOT Changes for Heavier Electric Vans

Greetings, Net Zero News Community,

In a significant step towards the electrification of commercial transport, the Department for Transport (DfT) has announced its commitment to align regulations between electric vans weighing 4.25 tonnes and their diesel counterparts at 3.5 tonnes. This move comes in response to the feedback received during a consultation that took place from 24 December 2024 to 3 March 2025. The DfT is now set to integrate heavier electric vans into the class 7 MOT testing framework, an essential change aimed at facilitating the transition to zero-emission vehicles (ZEVs) in the commercial sector.

The consultation sought insights on proposed amendments to regulations governing roadworthiness testing, drivers’ hours, and tachographs for large zero-emission goods vehicles, specifically those with a maximum authorised mass (MAM) exceeding 3.5 tonnes but not exceeding 4.25 tonnes. As electric vans typically bear additional weight due to their batteries and other zero-emission technologies, many of these vehicles surpass the 3.5-tonne threshold, imposing stricter regulatory requirements typically reserved for heavy goods vehicles (HGVs).

In June 2025, changes to driving licence entitlements for zero-emission vehicles came into effect, simplifying the transition to electric vans. However, concerns have been raised about the regulatory hurdles that continue to impede the adoption of these vehicles. The recent consultation garnered 179 responses and focused solely on regulations within Great Britain, excluding Northern Ireland.

MOT Testing Changes: A Step in the Right Direction

At the heart of the consultation were proposed changes to the roadworthiness testing process for zero-emission vehicles weighing between 3.5 and 4.25 tonnes. Currently, these vehicles undergo testing under the heavy vehicle testing system at authorised testing facilities (ATFs), with the first test occurring one year after registration and annually thereafter. The consultation proposed an important shift: moving these zero-emission vehicles into the class 7 MOT testing system, where testing is conducted by private sector entities instead of DVSA vehicle examiners at ATFs. The class 7 MOT test currently applies to vehicles weighing over 3 tonnes and up to 3.5 tonnes.

This proposal received overwhelming support, with 82% of respondents endorsing the shift. Many highlighted that the burdensome administrative and financial requirements associated with heavy vehicle testing act as deterrents for operators considering electric options. The consultation also examined safety assurances and whether any additional HGV test features should be incorporated into the class 7 MOT for heavier electric vans.

The DfT acknowledged the prevailing view that the existing roadworthiness testing requirements for 3.5- to 4.25-tonne zero-emission vans present a significant burden for operators, potentially hindering adoption. Consequently, the DfT is committed to transitioning these heavier zero-emission vehicles into the class 7 MOT testing framework without the inclusion of HGV test components. Under the new system, the initial test will occur three years post-registration, followed by annual assessments.

Implementing this change will necessitate legislative adjustments, and a post-implementation review (PIR) will be conducted to evaluate the legislation’s impact. This review will compare collision rates before and after the transition to class 7 MOT testing, ensuring that road safety remains a priority. The number of 3.5- to 4.25-tonne zero-emission vans failing the class 7 MOT and roadside prohibition rates will also be monitored to assess any significant changes in vehicle conditions.

Drivers’ Hours and Tachographs: Streamlining Regulations

The consultation further explored potential changes to drivers’ hours and tachograph rules applicable to 3.5- to 4.25-tonne zero-emission vans. Currently, these vehicles are subject to assimilated drivers’ hours rules and corresponding tachograph regulations. However, a national derogation exists for electric, natural gas, or liquefied gas-powered goods vehicles weighing up to 7.5 tonnes, allowing them to operate within a 62-mile (100 km) radius of their base under GB rules.

A considerable majority of respondents—67%—expressed support for moving 3.5- to 4.25-tonne zero-emission vans under the GB drivers’ hours regulations. The anticipated benefits of simplicity, flexibility, and uniformity with equivalent internal combustion engine (ICE) vans are seen as crucial for enhancing the uptake of zero-emission vehicles.

While some respondents voiced concerns regarding potential excessive driving hours, no supporting data was presented. It is noteworthy that drivers are currently permitted to work up to 13 hours per day under assimilated rules, compared to 11 hours under GB regulations, which include a 10-hour driving limit.

The DfT has indicated that it will explore options for transitioning these vans from the assimilated drivers’ hours rules to the GB framework, considering the clear advantages for vehicle users. Similar to the roadworthiness proposals, legislative changes will be essential for implementing these adjustments. A PIR will be conducted to assess the impact of the revised drivers’ hours regulations, ensuring that any negative consequences, such as increased collisions due to driver fatigue, are addressed promptly.

Speed Limiters: Balancing Safety and Accessibility

The consultation also sought opinions on the speed limiter rules applicable to 3.5- to 4.25-tonne zero-emission vans, which are currently required to be limited to 56 mph. The majority of respondents indicated that the speed limiter requirement should remain in place, with many asserting that it does not hinder the adoption of such vehicles.

However, some respondents identified both the installation and ongoing maintenance costs of speed limiters, as well as the imposed speed limit itself, as barriers to the uptake of 3.5- to 4.25-tonne zero-emission vans. While the potential road safety implications of removing the speed limiter are understood, concerns arise that it could lead to significantly increased speeds on motorways.

Before any modifications to the speed limiter requirements are implemented, a targeted consultation will be necessary, containing specific proposals for changes. This further engagement will gather more information on the road safety effects of removing the speed limiter requirement and whether maintaining it while adjusting other regulations (such as roadworthiness and drivers’ hours) would undermine the objective of facilitating the use of 3.5- to 4.25-tonne zero-emission vans.

Addressing Other Vehicle Types: Regulatory Flexibility on the Horizon

The consultation also probed whether other vehicle types might experience similar regulatory challenges as 3.5- to 4.25-tonne zero-emission vans, where transitioning from an ICE to a zero-emission powertrain results in increased vehicle weight, thereby subjecting them to additional regulations. Responses indicated that some other vehicle categories could face comparable regulatory hurdles due to the additional weight associated with zero-emission technologies. The DfT has committed to continually reviewing the need for regulatory reform for other vehicle types.

Toby Poston, Chief Executive of the British Vehicle Rental and Leasing Association (BVRLA), welcomed the proposed changes, stating, “This is a great result for the van sector and delivers something the Zero Emission Van Plan has pushed up the agenda. Policymakers have listened to the fleet sector. We now need to see the legislation passed quickly to finally remove these restrictive regulations.”

He continued, “Today’s progress underscores what can be accomplished when an industry unites with a shared voice and engages with receptive government representatives. Operators of large vans are being given the opportunity to access cleaner, greener models, no longer hindered by illogical operational loopholes.”

As we look to the future, these changes represent a pivotal moment in the journey towards a sustainable transport sector. The alignment of regulations for zero-emission vehicles not only facilitates their adoption but also positions the UK as a leader in the transition to a greener economy. With the support of stakeholders and continued collaboration between the government and industry, we are on the cusp of a significant transformation in how goods are transported, ensuring a cleaner, more sustainable future for all.